Integrated systems for passenger bus

ABSTRACT

Improved passenger access and suspension systems for passenger buses, and controllers configured for use therewith; and passenger buses incorporating such systems and controllers. Integration of access ramp, door, suspension, charge interface, and other systems provides improvements in fully- or semi-automatic deployment of features such as passenger doors and ramps, and charge interface components, as well as navigation to passenger access points.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims all benefit, including priority, of U.S.Provisional Patent Application Ser. No. 62/535,609, filed 21 Jul. 2017and entitled Integrated Systems for Passenger Bus; and of U.S. patentapplication Ser. No. 16/040,922, filed 20 Jul. 2018 and entitledIntegrated Systems for Passenger Bus; the entire contents of each ofwhich are incorporated herein by this reference.

FIELD OF THE INVENTION

The present disclosure relates to improvements in passenger buses. Inparticular, the disclosure relates to improvements in suspension, accessramp, door, annunciation, and other systems for passenger buses, and tointegration of such systems with each other and with other bus systemsin order to improve passenger accessibility, passenger ride comfort,safety, and operating efficiency.

BACKGROUND OF THE INVENTION

Suspension systems, passenger access ramps, and other components andsystems for buses are known. Examples of passenger access ramps, forexample, are disclosed in commonly-owned U.S. Pat. Nos. 5,391,041 and6,343,908.

However, concerns persist with respect to passenger accessibility andride quality, and other aspects of passenger comfort and safety. Thedisclosure herein enables improvements in each of these aspects, and incombinations thereof, through physical and logical integrations whichprovide previously unknown operational options as well as increasedefficiency.

SUMMARY OF THE INVENTION

In various aspects and embodiments, the present disclosure providesimproved passenger access, safety, and informational systems; suspensionsystems; and controllers configured for use therewith, for passengerbuses, and passenger buses incorporating such systems and controllers.

For example, in various aspects and embodiments the invention providesbuses and fully- and/or semi-automated passenger access devices, such asramps, doors, lights, and annunciators, and improvements therein, alongwith extensible suspension units and automatic or semi-automaticnavigational systems and controllers, in order to promptly, efficiently,and safely open, extend, or otherwise deploy doors, ramps, vehiclecharging apparatus, etc., and safely embark or debark passengers. Suchsystems can be operated in multiple modes of operation.

In accordance with some aspects and embodiments, for example, theinvention provides buses and control modules for buses. Such a bus cancomprise a body supported by a frame and housing a plurality ofpassenger seats; at least one passenger access door configured to enablepassenger access through at least one side of the body; and a pluralityof vehicle exterior condition sensors, the plurality of vehicle exteriorcondition sensors comprising: at least one passenger presence detector;at least one vehicle navigation sensor; at least one steeringcontroller; at least one speed controller; at least one extensiblesuspension controller; and at least one passenger access doorcontroller. A corresponding control module can comprise at least onecontroller configured to receive from the at least one vehiclenavigation sensor signals indicating at least a position and orientationof the passenger bus, and a speed at which the passenger bus is moving;receive from the at least one passenger presence detector signalsindicating the presence of a passenger; generate, based at least on thesignals indicating a position, orientation, and speed of the passengerbus, signals adapted for causing some or all of the steering controllerand the speed controller to navigate the passenger bus to a desiredlocation relative to a passenger loading facility and place thepassenger bus in a stopped passenger loading condition; route thesignals for navigating the passenger bus to some or all of the speedcontroller and the steering controller; and when the bus is in a stoppedpassenger loading condition, route to the at least one passenger accessdoor controller signals adapted to cause the passenger access doorcontroller to open the passenger access door.

In various further aspects and embodiments, such buses and controllerscan be configured to automatically and/or semi-automatically deploycharging interfaces, for charging of batteries and other energy storagesystems, and to automatically level and/or otherwise orient the buses ina condition suitable for charging at a charging station.

It will be appreciated by those skilled in the relevant arts that thevarious aspects and embodiments of the invention, and combinationsthereof, are suitable for implementation in any of a very wide varietyof passenger buses, including buses adapted for route-based transitoperations, motor coaches, shuttles, and passenger vans.

These and other improvements and advantages are explained further in thedisclosure below.

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BRIEF DESCRIPTION OF THE DRAWINGS

Various aspects and embodiments of the invention are illustrated in theaccompanying drawings, which are meant to be exemplary and not limiting,and in which like references are intended to refer to like orcorresponding parts.

FIG. 1A is a schematic diagram showing a perspective view of a generalarrangement of components of an integrated system comprising anaccessibility ramp and a suspension system of a passenger bus inaccordance with aspects and embodiments of the invention.

FIG. 1B is a schematic diagram showing a cross section of a bus, apassenger loading facility, and components of an integrated systemcomprising accessibility ramp and a suspension system of a passenger busin accordance with aspects and embodiments of the invention.

FIG. 2A is a schematic diagram showing integrated bus system componentsin accordance with aspects and embodiments of the invention.

FIG. 2B is a schematic diagram showing a perspective view of componentsof an extensible suspension unit in accordance with aspects andembodiments of the invention.

FIGS. 2C and 2D are schematic diagrams showing perspective views ofcomponents of deployable passenger access ramps in accordance withaspects and embodiments of the invention.

FIGS. 3A and 3B are schematic diagrams showing embodiments of integratedbus systems in accordance with various aspects of the invention.

FIGS. 4A and 4B are schematic side views showing aspects of anembodiment of a deployable passenger access ramp in accordance with theinvention.

FIG. 5 provides schematic side and perspective views of embodiments ofcomponents of an extensible suspension unit in accordance with aspectsand embodiments of the invention.

FIG. 6 is a schematic view showing a chart of representative rideresponse of a passenger bus incorporating a suspension system inaccordance with aspects and embodiments of the invention, while inoperation.

FIG. 7 is a schematic diagram showing a perspective view of componentsof an extensible suspension unit in accordance with aspects andembodiments of the invention.

DESCRIPTION OF EMBODIMENTS

In various aspects and embodiments, the present disclosure providesimproved passenger access and suspension systems for passenger buses,and controllers configured for use with such systems; and passengerbuses incorporating such systems and controllers.

For example, in various aspects and embodiments the invention providesfully- and/or semi-automated passenger access ramps, doors, interior andexterior lights and/or annunciators, and/or other passenger accesscomponents, and improvements therein. In various embodiments passengerramps in accordance with the invention can be operated in multiple modesof operation. In a first mode, for example, some embodiments of ramps inaccordance with the invention may be deployed so as to enforce maximumor minimum panel slope or grade requirements. In further modes, constantslopes may be established and maintained between all or some subset oframp panels. In some embodiments, deployment of ramps, once activated,can proceed automatically in accordance with such modes. At the same orother times, in the same or other embodiments, passenger access doors,lights, annunciators, and other components can be activated to open,close, turn on, turn off, and offer various announcements, etc.

In further aspects and embodiments the invention provides controllablycontractable and/or extendible (hereinafter “extensible”) suspensionsystems for passenger buses, and improvements therein. Systemsincorporating such suspensions and suitably-configured controllers canbe used alone or in combination with access ramps of the various typesdisclosed herein. For example, such units can be used to lower one sideof a bus, such as a curb or passenger door side, in order to facilitatepassenger entry; to raise an opposite side of a bus, for example tominimize a slope of a passenger access ramp, or to maintain a constantslope over all or selected portions of a ramp; and/or they can be usedto dampen bus body roll and to otherwise improve passenger ride comfort,as discussed herein.

In accordance with various aspects and embodiments, the inventionfurther provides semi- and/or fully automatically controllable systemsand components such as vehicle recharging alignment sensors 440,controllers 300, 312, and actuators 455; steering condition sensors,controllers 300, 308, and actuators 453; speed (and/or acceleration)sensors 211, controllers 300, 314, and actuators 452; traction sensors211, controllers 300, 314, and braking systems 451 (which can forexample including any or all of disk and drum brakes, electricalinverters or generators, etc.), etc.

FIG. 1 is a schematic perspective view showing a general arrangement ofan embodiment of an accessibility ramp 200, door 120 and partialwheel/axle suspension system 16, 18, 122 of a passenger bus 100.

In embodiments such as those shown in FIGS. 1A and 1B, a bus 100includes a body 103, typically housing a plurality of passenger seats142 and a driver's seat (not shown), a front end 102 and two sides 104,106, including curb (or “door”) side 104 and street (or “opposite”) side106, which may of course be relative designations, based on busconfiguration and usage. In normal operation, a curb side 104 is placedclose to a curb platform, or other passenger loading point 709 in orderto embark and disembark passengers safely, with minimal risk of theirtripping on stairs, being struck by automobiles or other traffic, etc.Depending upon local traffic regulations, bus configuration, andoperating preferences, curb side 104 can be on the right-hand side orleft-hand side of the bus, or both. A curb side 104 includes one or morepassenger entrances 112, each entrance 112 comprising one or morepassenger doors 120 configured to open such that a folded or otherwisedeployable ramp 200, which is typically installed so as to fold into awell 242 provided at an interior floor 145 (FIG. 1B) of the bus 100, canbe deployed by, for example, outward rotation of one or more exteriorramp panels 10 until a distal edge 202 of the ramp 200 contacts thecurb, ground, sidewalk, passenger area, or other passenger-loadingsurface 709 (FIG. 1B) outside the bus. In some embodiments of ramps 200,interior ramp panel(s) 14 are stationary; in other embodiments distaledge 12 of an interior ramp panel 14 can rotate downward, as shown andas described herein, to minimize a slope 711 (see FIGS. 4A and 4B) ofthe ramp for any given rise 724 between a terrestrial surface 709, 711contacted by distal edge 202 of outer ramp panel 10 and sill 125 ofentrance 112 or interior floor 145 of the bus 100.

It will be appreciated by those skilled in the relevant arts that theinvention(s) disclosed herein are compatible with a very wide variety oftypes of passenger buses 100, including articulated or other largetransit buses, highway coaches, shuttles, and special buses adapted fortransportation of wheel-chair bound or other passengers faced withmobility challenges.

Buses of the type(s) contemplated herein typically comprise pluralitiesof axles 122, each axle supported by two or more wheels 16, by means ofa suspension system 18 that may also cooperate with a chassis or frame140 (FIGS. 1B, 2B) of the bus 100 to provide flexible support for thebus and preferably damped absorption of shocks and vibrationsencountered by the bus during operation, for example shocks induced bycontact of wheels 16 with irregularities in roads or other surfaces.

In various aspects and embodiments, suspension units 18 in accordancewith the invention are extensible, so that either one unit, proximate apassenger access ramp 200, and/or one or more adjacent units (e.g.,another door-side unit or a unit on an opposite side of the same axle)can be contracted, so as to lower a sill or threshold 125 of passengeraccess door 112, and thereby decrease a slope or grade of one or moreramp panels 10, 14 as described herein—i.e., to cause the bus to ‘kneel’in order to facilitate passenger ingress and egress. For example, adriver or other operator (not shown) of a bus 100 can activate one ormore switches or other controls on a control panel of the bus toinitiate fully- or partially-automated deployment of a ramp 200, inconjunction with contraction with one or more suspension units, to bothminimize and control grades or slopes of one or more ramp panels 10, 14as described herein. Extensible suspension units 18 in accordance withsuch aspects of the invention can be configured to enable fully orsemi-automated electronic control of the suspension heights of anyand/or all 25 wheels, independently or in desired combination(s).

Alternatively, one or more suspension units 18, such as one or moreunits on a side of the bus opposite the passenger access door, can beextended so as to minimize a difference between a slope of one or moreof the ramp panels and an interior floor surface 145 (FIGS. 4A and 48 )of the bus.

As will be appreciated by those skilled in the relevant arts, once theyhave been made familiar with this disclosure, extensible suspensionunits 18 suitable for use in implementing the various aspects andembodiments of the invention may be of any type suitable for use inaccomplishing the purposes disclosed or suggested herein. For example, awide variety of pneumatic suspension units (such as those shown in FIGS.18 and 28 ) and/or hydraulic units (such as those shown in FIGS. 1A, 2A,and 5 ) are now commercially available. Doubtless other suitable typeswill become available in future.

Among the advantages offered by various aspects and embodiments of theinvention is integration of access ramp operation with suspension“kneeling” operations, by means of various combinations of electronic,pneumatic, hydraulic, and/or other types of mechanical devices andcontrollers 300, including suitably-configured switches, sensors andsignal processors configured to generate automatic control commands forvarious components of the system, in accordance with instructionsprovided by a bus operator. Use of such sensors, switches, and signalprocessor(s) can, for example, enable monitoring and control of rampoperations such as deployment angles {slope or grade) 711 (FIG. 4A, 48); and at certain points, can suspend operation of the ramp and commencekneeling operations until the same or other sensors indicate that theramp has touched the ground or other surface 709 outside the bus. Thiscan, for example, ensure that a desired or otherwise designated rampangle (slope) 711 is not exceeded, while minimizing the kneeling depthof the bus suspension, thereby minimizing associated delays in busservice.

Through the use of appropriately-configured sensors, switches, andsignal processors, various embodiments of the invention can also relievea driver or other operator of the bus from the burden of determiningwhether initiation of kneeling processes for the bus, prior to rampoperation, is or is not required, in order to avoid exceeding a desiredor otherwise deviating from a designated ramp angle (slope)—instead, thedriver can simply initiate the ramp deployment process, and allow thesystem to automatically determine whether any kneeling, or furtherkneeling, by the suspension is required based on feedback from thesystem sensors.

Similarly, drivers and other operators of buses 100 can be relieved ofsome or all of the burden of determining when, where, and/or in whatmanner to accomplish other passenger access and vehicle operationfunctions, such as opening positioning the vehicle 100 relative to aloading platform 709, opening and/or closing doors 120, turning on orextinguishing interior and/or exterior lighting, making passengerannouncements, and/or activating vehicle charging interfaces 455.

As previously noted, many vehicle components, including for exampleaccess ramp controllers 300, in accordance with the invention can beoperated in a variety of modes.

For example, in a first mode, an access ramp can be deployed in suchmanner as to ensure that a slope 711 of the ramp is minimized, or amaximum designated slope 711 is not exceeded. For example, regulationsunder the Americans with Disabilities Act (ADA) currently require thataccess ramp slopes 711 not exceed one (1) unit of rise to six (6) unitsof run (1:6 slope, approximately 9.5 degrees from level). Through theuse of Hall-effect and other angle- or position-sensitive devices 208(FIG. 2D), the invention enables entire access ramps 200, or one or moreindividual panels 10, 14, 26 etc., thereof, to be deployed at slopes 710not exceeding such maximum values, either by causing the ramp panel(s)10, 14, etc., to be suitably deployed relative to one another (forexample, some ramps at angles exceeding specified slopes and others atlesser slopes), and/or by causing suspension units 18 associated withone or more wheels 16 of the bus to be contracted, and/or extended, sothat the bus kneels until a desired slope 710 has been established.

For example, in a first mode, an access ramp 200 can be deployed in suchmanner as to ensure that a slope 711 of the ramp is minimized, or amaximum designated slope 711 is not exceeded. For example, regulationsunder the Americans with Disabilities Act (ADA) currently require thataccess ramp slopes 711 not exceed one (1) unit of rise to six (6) unitsof run (1:6 slope, approximately 9.5 degrees from level). Through theuse of Hall-effect and other angle- or position-sensitive devices 208(FIG. 2D), the invention enables entire access ramps 200, or one or moreindividual panels 10, 14, 26 etc., thereof, to be deployed at slopes 710not exceeding such maximum values, either by causing the ramp panel(s)10, 14, etc., to be suitably deployed relative to one another (forexample, some ramps at angles exceeding specified slopes and others atlesser slopes), and/or by causing suspension units associated with oneor more wheels of the bus to be contracted, and/or extended, so that thebus kneels until a desired slope 710 has been established.

As a further example, in a second mode of operation, sensor(s) 208 canbe used to drive slopes of each of a plurality of ramp panels 10, 14,26, etc., with respect to the ground, each other, and/or the bus chassisto a constant rise/run ratio, for example to a slope consistent with apanel or region 14, 15 of the bus floor near the access door 112, so asto reduce or eliminate a break-over angle 19 (FIG. 4A) at a hinge orother connection between an ramp platform 10 and ramp or floor panel 14inside the bus. For example, one or more angles 715 between surfaces 10,14, 15 (FIG. 4 ) can be driven as close as possible to zero, or withinanother desired tolerance (e.g., approximately 2 degrees, ramp platformmatching entrance floor slope), making a longer, constant-slope entrancepath from curb height 709 to a main bus aisle way, e.g. an aisle in thecenter of the passenger compartment. Again, such mode(s) can beimplemented through the use of suitably-adapted panel angle sensors,contraction and/or extension of one or more suspension unit(s) 18, etc.

In further examples, charging components 455 can be deployed to engageoverhead charging apparatus 800, such as a pantograph 802 to engagerooftop charge rails 170, and or side-actuated charging apparatus 804and interface (e.g., plug receptacle) 172.

Among other advantages offered by various embodiments of the inventionis the ability to establish desired ramp configurations with minimumdelays. For example, by allowing a controller to automatically determinewhether use of extensible suspension units 18 to kneel a curb side 104of the bus 100, or to raise an street side 106, is desirable in order toestablish a desired ramp configuration, the invention can eliminate theuse of the extensible suspension system in at least some circumstances,and thereby eliminate loss of time in waiting for the suspension tocomplete the kneeling/extension operation(s). This can minimize, forexample, adverse impacts on time routes, etc.

FIGS. 2A, 3A, and 3B are schematic block diagrams of embodiments ofintegrated bus systems 1000, and components thereof, in accordance withvarious aspects and embodiments of the invention. As shown for examplein FIGS. 2A and 2B, a system 1000 can comprise, in addition to one ormore passenger doors or entrances 112, 120 (shown in FIGS. 1A, 1B), oneor more deployable passenger access ramps 200 configured to facilitatepassenger access from a passenger loading surface to the curbsidepassenger door 112, 120; a plurality of pneumatic, hydraulic, or othercontrollably-extensible suspension units 18, each supporting all or oneor more wheels 16 and/or axles 122; one or more controllers 300configured to enable an operator of a bus 100 to fully orsemi-automatically control operation of the ramp 200 and/or suspensionunits 16; and one or more sensors 182, 208, 209, 211 etc., configured togenerate signals representing physical states of buses 100 and varioussystem components and route the signals to controller(s) 300 for use incontrolling ramp and suspension components 200, 18, 181, etc.

As described in further detail below, in various embodiments adeployable access ramp 200 can comprise, among other components, atleast one deployable passenger support panel 10, 26, which in turn cancomprise, when deployed, a distal ramp edge 202, one or more actuators206, and one or more panel position sensors 208, 209. Actuators 206 can,for example, include one or more electric motors 217, such as stopmotors, with chain drives 218, gears, drive shafts, and/or othermechanical linkages, hydraulic actuators, etc. Sensors 208 can includeangle sensors, strain gauges, pressure sensors, ammeters, etc. Anglesensors 208 can be configured to generate signals representing angles ofor between one or more ramp panels 10, 14, 15, 26, relative to the buschassis, the ground, or other references or components, using forexample Hall effect principles. Ammeters 208 can be configured togenerate signals representing current draw or other electrical states ofactuator(s) 206, such as step motors, so that, for example, when a ramppanel 10 encounters the ground or another object during deployment, anyincreased physical movement of the ramp can be detected by increasedcurrent draw in the actuator 206.

Some or all of actuators 206 and sensors 208, 209 can be directly orindirectly communicatively linked to controller(s) 300 for purposes ofcontrol signal communications and processing.

Thus, among other improvements the invention provides buses 100comprising controllers 300 that are communicatively linked to orotherwise comprise sensor(s) 208 configured to sense at least one angle274 between at least one deployable passenger support panel 10, 14, 26and another component of the ramp; the controller 300 being configuredto drive the at least one ramp panel 10, 14, 26 into a desired angularrelationship with the other component of the ramp.

Extensible suspension units 18, which can for example be implemented ateach of end of one or more axles 122 of a bus 100, and therefore inassociation with some or all wheels 16 of a bus 100, can comprisepneumatic, hydraulic, or otherwise controllably-extensible strut(s) 181and/or bags 189; length, height, pressure, or other extension gauges orsensor(s) 182; pneumatic or other valve(s) or control unit(s) 183; andswitch(es) 184; and may be communicatively liked to controller(s) 300for purposes of control signal communications. Such units can be adaptedto contract and/or extend in conjunction with deployment of the accessramp, or for other purposes. For example, such units can be configuredto contract, in order to lower one side, one end, one corner, or anyother portion of a bus, in order to establish, or help to establish, adesired grade of at the least one passenger support panel 104 when thedistal edge 202 of the deployed ramp is in contact with a terrestrial orother surface 709 outside the bus. Operation of extensible suspensionunit(s) 18 in conjunction with ramp(s) 200 can be fully orsemi-automatic, as described herein. For example, in a semi-automaticconfiguration, an operator of the bus can use controls 350 provided on adashboard or other surface of a bus to initiate control of either orboth of ramp(s) 200 and suspension unit(s) 18, or for example on awireless key or other device used by the operator, or by proximitydevices associated with a scheduled stop, a vehicle positioning system,etc. Thus, for example, the invention provides buses 100 comprisingcontrollers 300 configured for selective contraction, by an operator ofthe bus, of the suspension units 16 in conjunction with deployment ofthe access ramp, separately from deployment of the access ramp.

Controller(s) 122, 184, 300, 304, 308, 310, 314, 316, etc. or anydesired combination(s) of them, can be provided in any form(s) suitablefor accomplishing the purposes suggested or disclosed herein. They can,for example, be provided in the form of consolidated master controllersadapted for integrated processing of all sensor and command functionsdisclosed herein, or of various combinations of more- orless-specialized, communicatively-linked controllers such as those shownfor example in FIG. 2A, 3A, or 3B, suitable for receiving command andsensor input signals, conditioning or processing such input in anyrequired or desired ways, generating output command signals, and routingsuch command signals to corresponding actuators. Some or all ofcontroller(s) 300 can further include, or otherwise be communicativelylinked to, input, output, and/or input-output devices 350 such astouchscreens and other displays, switches, buttons, and keypads, inorder to generate suitably-configured command signals to raise, lower,or otherwise deploy or retract ramp(s) 200; open and/or close doors 120;activate or de-activate interior and/or exterior lights and/orannunciators, including off-board devices located for example atdesignated passenger pick-up or drop-off sites or platforms; activateon-board and/or off-board charging devices; manipulate steering,acceleration and/or braking/deceleration systems or components; initiatedesired extension and/or contraction processes of suspension unit(s) 16;etc., as described herein, and communication buses and other signalcommunications components 345 to route such command signals to controlsignal processor(s) 302, 304, 308, 310, 312, 314, 316, 122, 184, etc.and the same or other command signals to actuator(s) 206, 183, 455, 450,451, 452, 453, 357, 200, 18, 184, 120, 183, etc., and to receivefeedback in the form of pressures, positions, angles, etc., from sensors208, 211, 209, 733, 767, 768, 208, 182, 211, 440, etc. Examples ofprocessor(s) suitable for implementing such aspects of the inventioninclude any general- or special purpose digital signal processors,including any suitably-configured forms of hardware, firmware, and/orsoftware, consistent with the systems and purposes disclosed herein.Processor(s) 302 can comprise or be adapted to cooperate communicativelywith any suitable network(s), communications bus(es) 375 and other formsof signal communications systems and devices in order to interact withand control sensors 182, 208, actuators 300, 302, 304, 308, 310, 312,314, 316, 122, 184, etc.; as well as volatile and/or persistentmemory(ies), including suitably-coded machine-readable instruction sets;power supplies 193, etc.

For example, in various embodiments of the invention some or all of thefunctions of controller(s) 300, 302, 304, 308, 310, 312, 314, 316, 122,184, etc., may be implemented in the form of automated or advanceddriver assistance systems or autonomous vehicle (ADAS/AV) controllers300, 308, or other form of fully- or partially-automated vehiclenavigation controllers including, for example, various navigationassistance and input devices such as radar(s) 227, lidar (lightdetection and ranging) device(s) 223, vehicle-to-component (V2X)devices, global positioning system(s) (GPS(s)) 217; near-fieldcommunication (NFC) device(s), wireless telephone, radio, or otherwireless receivers and/or transmitters 219, 221; camera(s) 223; thermalimaging device(s) 229, and other sensors or sensor groups 209, 211, 224,226, 228, etc., and corresponding software and/or firmware productsadapted to accomplish the purposes suggested or disclosed herein. Anexample of a communications protocol suitable for use in implementingvarious aspects, features, and embodiments of the invention is the J1939vehicle communications protocol promulgated by the Society of AutomotiveEngineers.

In various embodiments, operation of any or all of ramp(s) 200;suspension unit(s) 18; door(s) 120; interior, exterior, and off-boardlight(s) 130, 132, 134; charging interface(s) 800, 455; and/or otherdevices or components can be semi- or fully-automatically controlled, asdescribed herein. For example, an operator control 350, 302, 300 can beprovided to initiate fully or semi-automated control of a ramp andsuspension system 1000 in accordance with the various aspects andembodiments of the invention.

In the same and other embodiments, one or more of suspension units 18can be configured for operation, independent of ramp(s) 200, duringdriving operation of the bus. For example, as described below suspensionunit(s) 16 can be coupled with accelerometers 187, extension sensors182, and/or other sensors to detect motions of the bus 100, such asrolling motions of the vehicle passenger compartment(s) about either orboth of pitch axis 191 and roll axis 193 (FIG. 1 ), and to alternatelyextend, contract, or otherwise change the stiffness or othercharacteristics of the unit(s) 16, in order to dampen, reduce, orotherwise respond to such rolling motions. Such device(s) can, forexample, be used to improve passenger comfort while the bus 100 is inoperation.

In various embodiments the invention can further provide passengerand/or operator notification device(s) 357 such as lights, buzzers,audio announcements, and other sensory audio and/or visual alerts, toindicate one or more statuses of a ramp deployment process, such as“stay clear” (e.g., ‘ramp deployment in process’), “proceed” (rampdeployment completed), etc., and control of such devices can be fully orpartially automated using controller(s) 300, 394, 312, etc. andappropriate driver or automated initiation processes.

Diagnostic tools 470 such as off-board computers 471 and other signalprocessors can be used to monitor, control, update, download, upload,etc., system operations, control programs or commands, etc. by means,for example, of wired or wireless communications through diagnosticport(s) or receiver(s) 410.

FIGS. 2C and 2D provide detail views of components of an embodiment of aramp 200, including actuator(s) 206 and related components 217, 218, 219and sensors 208. In the embodiment shown, actuator 206 comprises anelectric motor 217, such as a step motor, which, in accordance withcontrol signals generated by controller(s) 300, 302, 350, can rotate agear 281 driving a drive chain 218, and thereby one or more gears 282,283, 284, driving a rotating shaft 286 attached to one or more linkages223, causing ramp panel(s) 10, 26, etc. to rotate in the direction ofarrow 271 during a deployment process, and in the direction of arrow 272during a retraction process. Sensor(s) 208 can be configured to providefeedback to controllers 302 in the form of signals representing an angle274 between a ramp or floor portion 14 and a surface of ramp portion 10(see FIG. 1 ), and thereby enable controller(s) 300, 302 to determinewhether motor 206, 217 should drive the gear(s) 282, etc. to increase ordecrease rotation of ramp portion(s) 10 in direction(s) 271, 272, so asto increase or decrease angle(s) of rotation 274.

Among the advantageous features provided by the invention is the use ofa ramp actuator system such as that shown in FIG. 2 b , comprising oneor more electric motors 206, 217 and one or more drive chains 218 aspart of a ramp drive train, wherein drive chain 218 comprises atensioning device 278, which may for example be provided in the form ofturnbuckle. Use of tensioner 278 to control tension in the chain 218 anddrive train of the ramp 200 can help to achieve fine control of thedeployment of a ramp 200, and therefore of angle 274, and thereby theslope 710 of a deployed ramp as explained herein. The use of suchtensioners can also help to reduce and/or eliminate any slop in thechain drive system, and thereby reduce or eliminate any sudden,uncontrolled or otherwise undesirable drops in ramp panels 10, etc., forexample as panels in the process of being deployed approach and pass thevertical, so that passengers or others are not harmed by sudden orotherwise unexpected movement of ramp panels.

FIG. 3A is a schematic block diagram of an embodiment of an integratedbus system 1000 in accordance with aspects and embodiments of theinvention, showing additional details of components suitable forimplementing a suspension system 1000 comprising a plurality ofsuspension units 18, and for communicating with remaining components ofsystem(s) 1000 of a bus 100. It may be seen, for example, that in someembodiments individual extensible suspension units 18 include pneumaticbags 189, hydraulic or pneumatic cylinders 181, or other fluid vesselsconfigured to receive pressurized air or other fluids through flowcontrol unit(s) (PCU(s)) 183, under the control of electronic controlunit(s) 184, which can receive feedback from suitably-configuredpressure gauges (not shown), height and/or extension sensor(s) 182,etc., and control signals from controller(s) 300 and/or controlcomponents 350 via bus 375. By controlling fluid pressure in some or allof vessels 181, 189 controllers 183, 184, 300, 350 can control theextent of extension and/or contraction of single or multiple extensiblesuspension unit(s) 18. Such controlled extension and/or contraction canbe used in ramp deployment and/or ride-control processes disclosedherein, for example to “kneel” a bus, dampen rocking motions, etc.Alternatively, or in addition, controllably-extensible units 18 cancomprise springs, etc.

FIG. 3B is a schematic block diagram of an embodiment of an integratedbus system 1000 in accordance with the same, and further, aspects andembodiments of the invention, showing additional details of componentssuitable for implementing a suspension system 1000 comprising aplurality of suspension units 18, and for communicating with remainingcomponents of system(s) 1000 of a bus 100. It may be seen, for example,that in some embodiments buses 100 comprise controller(s) 300 includingsome or all of ADAS/AV system(s) 308; powertrain controller(s) 310;vehicle programmable logic controller(s) (PLC(s)) 304, 312: suspensioncontroller(s) 184; automatic traction controller(s)/automatic/anti-lockbraking system(s) 314, which can for example include drum and/or discbrakes, electro-mechanical, and other forms of braking or decelerationcomponents; door controller(s) 122; and telematics/geo-fencing, and/orother types of telematic control modules 316; sensors to provide inputto the various controllers; and actuators to execute commands generatedby the controllers, as shown.

As further shown in FIG. 3B, some or all of controllers 300, 302, 304,308, 310, 312, 314, 316, 122, 184, and/or other components of system(s)100, can be communicatively linked by vehicle communications bus(es)using appropriately-configured communications standard(s), such asController Area Network (CAN bus) protocols, configured to allow devicesto communicate with each other's applications without requiring a hostcomputer, through use of message-based protocol(s). For each device orcomponent (including for example all the devices and components shown inthe figures), data can for example be routed sequentially in framestransmitted in such ways that if more than one device transmits at thesame time the highest priority device is able to continue whilecommunications from others is suspended.

In some embodiments individual extensible suspension units 18 includepneumatic bags 189, hydraulic or pneumatic cylinders 181, or other fluidvessels configured to receive pressurized air or other fluids throughflow control unit(s) (PCU(s)) 183, under the control of electroniccontrol unit(s) 184, which can receive feedback from suitably-configuredpressure gauges (not shown), height and/or extension sensor(s) 182,etc., and control signals from controller(s) 300 and/or controlcomponents 350 via bus 375. By controlling fluid pressure in some or allof vessels 181, 189 controllers 183, 184, 300, 350 can control theextent of extension and/or contraction of single or multiple extensiblesuspension unit(s) 18. Such controlled extension and/or contraction canbe used in ramp deployment and/or ride-control processes disclosedherein, for example to “kneel” a bus, dampen rocking motions, etc.Alternatively, or in addition, controllably-extensible units 18 cancomprise springs, etc.

FIG. 4 provides schematic side views of embodiments of passenger accessramps 200 in accordance with various aspects and embodiments of thedisclosure. FIG. 4B depicts a prior art problem, in that inside a bus100, between interior floor panel 14 and an interior ramp panel 15 thereexists a break or surface discontinuity 19, resulting in a change 715 inslope or grade of the ramp/floor surface inside the bus. In prior artbuses, such discontinuities have been caused, for example, by a need tolower the threshold 114 of passenger door 112 as low as possible to theground or other surface 709, in order to minimize a slope 710 of outerpanel(s) 10 of the ramp 200.

FIG. 4B illustrates a solution offered by the invention; namely, use ofextensible suspension unit(s) 18 (not shown in the figure) to raise adistal side of the bus 100, and thereby eliminate the discontinuity orbreak 19, providing a constant-slope ramp 23 inside the bus, formed byfloor panel 15 and interior ramp panel 14. In the example shown, withoutextension of the distal side extensible suspension units 18,discontinuity 19 is associated with a break angle 715 of 6.13 degrees;extension of distal side suspension units 18 by an amount sufficient totilt the bus 6.13 degrees eliminates the break angle (i.e., reduces itto zero degrees).

As previously mentioned, one of the significant improvements offered bythe invention is the integration of suspension and passenger access rampsystems for passenger buses. The use of integrated systems 200, 18, inconjunction with controllers 300, etc., enable a very wide variety offunctions to be implemented. For example, controllers 300 can be used toset reaction and deployment times for suspension units 18 and/or ramps200. Thus for example a bus can be ‘kneeled’ by kneeling both sides of afront axle, to lower the entire front end 102 of a bus, so as to reducesill height 724 and thereby make it easier for passengers to board thebus. The rate at which the front suspension units 18 are contracted inorder to do so can be varied, depending upon local rules, passengerrequirements or comfort needs, operator preferences, etc. For example, acontroller 300 can send signals to valve(s) 183 to ensure that one ormore extensible suspension units 18 be 25 contracted or extended at arate not to exceed a desired value, such as 1.25 inches per second.

When passengers have boarded, or when it is otherwise determined that abus should be returned to a normal operating condition, the suspensioncan be caused to extend at any desired rate. For example, valve(s) 183can be controlled so as to cause the front end of a kneeling bus 100 torise to a normal operating height from a kneeling condition in sevenseconds or less, and/or to a minimally safe operating height withinabout four seconds, so that the bus can continue driving or otheroperations while the process of returning the bus to normal operatingheight continues. The same, similar, and optionally different conditionscan be enforced for curb side kneeling.

Extensible suspension units 18 in accordance with the invention can alsobe used to raise or lower the height at one or more axles 122 of a bus100 in order, for example, to allow for safer and more convenientpassenger egress at raised platforms, and/or to control break-over anddeparture angles for particular road conditions. For example, the floor145 of a bus can be raised to three inches or more above normaloperating height, in order to ensure that sill 125 of a door 120 is atthe same level as a passenger platform. In addition, in accordance withvarious embodiments, the invention can provide systems 1000 adapted toaccommodate passenger loading at platforms or other facilities 709 byany or all of navigating to the facility 709 and orienting the busaxially and laterally in a desired juxtaposition to the facility;tilting left or right, raising or lowering the front and/or rear of thebus to accommodate battery charging interfaces 455; turning on or offon-board or off-board lights 130, 134; making passenger announcementsusing on-board or off-board speakers; opening and/or closing doors 120,etc., as explained herein.

In general, raising or lowering of extensible suspension units 18,opening closing doors, operating charging interfaces, lights, andannunciation systems, etc. as described herein can be tied to any ofmanual switch controls input by a driver or other operator of a bus 100,a detected speed of the bus, or any other suitable parameter(s).

As previously mentioned, passenger access ramps 200, doors 120, lightsand annunciation systems in accordance with the invention can beoperated in a number of modes, under fully- or partially automaticcontrol of controllers 300, 302, etc.

For example, in one example of an automatic mode, a passenger accessramp can be deployed automatically, in such manner as to minimizeextension and/or contraction of extensible suspension unit(s) 18 whileestablishing desired ramp slopes or grades. Such modes can be helpful,for example, in complying with regulatory schemes such as applicablesections of the Americans with Disabilities Act (ADA) and/or saving timethat might otherwise be spent in raising or lowering suspension units.In one example, the bus 100 can initiate deployment automatically, whena controller 300 has determined that the bus is in a proper operatingcondition. For example, upon selection by a driver or other operator ofa bus 100, through the use of a control switch 350, etc., orautomatically upon determination by a controller 300 is in a specifiedlocation:

-   -   1. The controller 300 can poll a speedometer, global positioning        system (GPS), and/or other rate or location sensor(s) 211 to        confirm that the bus 100 has been brought to a stop at a bus        stop, bus terminal, roadside, parking lot, or other suitable        passenger loading area or facility.    -   2. When the bus 100 is confirmed to be stationary, it can        further be placed in a safe condition for passenger boarding.        For example, interlocks and other brake/control systems 450, 451        can be applied automatically by the system 1000, and any        engagement of any other locks, interlocks or other safety        devices 450 confirmed, either automatically or upon command by a        driver or other operator.    -   3. Controller(s) 300, 302, can poll all relevant bus systems to        ensure that any additional required or desirable conditions are        met. Desired door status (open/closed), parking brake status,        vehicle speed, transmission status, and ramp status can be        confirmed and/or enforced, among others. In electric buses,        pantograph(s) and/or other charging equipment 455 can be placed        into a desired safe condition by for example confirming they are        not engaged with live charge currents.    -   4. When any or all safety/operating conditions are confirmed,        ramp deployment action(s) can be initiated automatically, based        on bus location (e.g., through the use of GPS and/or radio-based        geo-fencing techniques as described below), or on explicit        command of a driver or other operator, by for example operating        a control switch of a dashboard or controller 157, 300, 350,        etc.    -   5. Alternatively, or in addition, for some or all embodiments        one or more safety or other operating conditions can be set or        otherwise enforced by a controller 300, 350, etc., in response        to selection by a driver or other operator of a bus 100 of a        suitable control switch setting, regardless of current operating        condition. For example, a driver can set a ramp control switch        to ‘deploy,’ while the bus is in motion and 100 meters from a        scheduled stop, and the controller 300 can generate signals        commanding any or all of brakes 451, door locks 112,        accelerators and transmissions 452, etc., to assume a desired        condition for stopping the bus, placing the bus in a suitable        operating condition (e.g., stopped, doors unlocked, brakes        locked, pantograph(s) stowed or securely engaged, refueling        access closed and locked, etc.) before initiating ramp        deployment.    -   6. In embodiments in which undeployed passenger ramps 200 are        stowed in an interior of the bus, for example in such manner as        to form a floor or other portion of a passenger entryway or        vestibule of the bus when not in use, a passenger door 112        adjacent to the ramp 200 can be opened, e.g., manually by the        driver.    -   7. After confirming that all appropriate safety and operational        conditions are met, a driver or other ramp operator can activate        a suitably-configured switch or control 350, located for example        on a driver's dashboard 157 of the bus 100, to place system 1000        in an automatic kneel-deploy mode. Passenger        warning/notification device(s) 357 can be placed in a state        indicating that ramp deployment operations are in progress, and        that passengers and others should stand clear and remain alert,        and doors 112, 120 can be unlocked and optionally opened        automatically.    -   8. Actuator(s) 206 can cause the ramp 200 to deploy from the        stowed position at controlled rate(s), to, through, and past the        vertical, and ultimately to a horizontal or other desired state.        Optionally, any passenger warning/notification devices 357 can        be activated to provide audio, visual, and/or other sensory        indications that the ramp is in motion.    -   9. Passenger warning/notification device(s) 357 can be placed in        a state whereby an indication is provided that passenger ingress        or egress is authorized.

Thereafter, deployment can continue in either of at least two optionalmodes, which may be selected automatically, or manually by a driver orother operator of the bus 100 by means of a switch or other control 350:

Scenario 1

-   -   1. If contact by any portion of the ramp 200 with ground, curb,        or other object 709 is sensed by an angle sensor 208 (or high        current draw on an ammeter 208) prior to meeting or exceeding an        ADA- or other specified angle (e.g., 9.5 degrees), controller(s)        300, 302 can suspend deployment of the ramp and relax the drive        motor 217 or other actuator 206. In such a case, no kneeling or        other action by extensible suspension unit(s) 18 may be        required.

Scenario 2

-   -   2. If one or more angle sensors 208 indicate that a desired ADA-        or other angle (e.g., 9.5 degrees) is being approached or has        been achieved or exceeded, controller(s) 300, 302 can suspend        deployment and hold the ramp in a current potion.    -   3. Controller(s) 300, 302, can generate instruction signals        causing one or more extensible suspension units 18 to initiate a        kneeling or rising operation, for example to tilt the bus        chassis and continue rotation of the ramp 200 relative to the        ground or other surface 709, or to tilt the bus in the opposite        direction to counteract an over-deployment. In a preferred        example embodiment, a first extensible suspension unit 18,        disposed at a wheel 16 adjacent to or otherwise closest to the        passenger access door 112, can be contracted, causing a single        corner of the bus 100 near the door to kneel. Kneeling can        continue until ramp sensor(s) 208 sense contact with curb or        other object 709, for example, due to detection of reverse        rotational motion by an angle sensor and/or ammeter 208.    -   4. If contact with ground or other object 709 is not sensed by        sensor(s) 208 when contraction (or extension) of the first        suspension unit 18 has completed (i.e., when the bus has kneeled        or tilted as far as a single suspension unit can accomplish),        suspension controller(s) 300, 302, 183, 184 can initiate        kneeling (contraction or extension) of any one or more further        suspension unit(s) 18 on the same side 104, front 102, or other        portion of the bus as the first, fully contracted (or extended)        unit. For example, all remaining extensible suspension units 18        on a curb side of the bus 100 can be caused to kneel.    -   5. If contact with the ground 709 or other object is not sensed        when any further kneeling conducted at (12) is completed,        suspension controller 300, 302, 183, 184 can initiate extension        (raising) of the suspension units 18 on the opposite side.    -   6. If contact with ground or other object 709 is not sensed when        the opposite side raise has reached full extension or other set        limit (e.g., maximum desired or permissible tilt of passenger        compartment), controller(s) 300, 302 can cause ramp 200 to        resume deployment (e.g., past 9.5 degrees) until contact with        ground or other object 709 is sensed, or ramp travel limits have        been reached; e.g. past desired slope limit.    -   7. Passenger warning/notification device(s) 357 can be placed in        a state whereby an indication is provided that passenger ingress        or egress is authorized. If a desired ramp angle has been        exceeded, the same or other warning device(s) 357 can so        indicate.

Stow Operation:

-   -   1. When all desired passengers have entered and/or exited the        bus, or when it is otherwise safe or desirable to retract the        ramp, the driver or other operator can manually activate a        switch or control 300, 350 to initiate a stow operation.    -   2. In response to activation of control 300, 350, controller(s)        300, 302, etc., can initiate a ramp stow process, reversing        deployment of the ramp by any desired sequence of operations.        Warning/notification devices 350 can generate warning signals as        desired.    -   3. At a desired stage of the stow process, e.g., when one or        more ramp panels 10, 14 have reached the vertical, controller(s)        300, 302, 183, 184 associated with any contracted or extended        suspension units 18 can cause the suspension units to be        returned to, or otherwise placed in, an operational (driving)        height, for resumed operation of the bus 100.    -   4. When proximity and/or angle sensor(s) 209 indicate that the        ramp 200 is in a desired stowed position, actuator(s) 206 can be        placed in a standby mode, or otherwise deactivated.    -   5. Passenger warning/notification device(s) 357 can be placed in        a state indicating that ramp stowage is complete.    -   6. Any interlocks or other bus systems placed in a safe        condition at steps 2 and/or 3 of the deployment process can be        returned to operating condition and the bus can resume driving        service.

As another example, in a second mode a passenger access ramp can bedeployed automatically, in such manner as to establish and optionallymaintain a constant slope or grade between any desired panels 10, 14,15, etc.:

-   -   1. Bus 100 can be brought to a stop at a bus stop, bus terminal,        roadside, parking lot, or other suitable passenger loading area        or facility 700 and, as described above, when the bus 100 is        stationary, it can be placed in a safe condition for passenger        boarding. For example, brakes and other interlocks 450, 451 can        be applied automatically by the system 1000, and any other        locks, interlocks 451 or other safety devices, 450, 451, 452        engaged or placed in other desired condition(s) as described        above.    -   2. Controller(s) 300, 302, can poll all relevant bus systems to        ensure that any additional required or desirable conditions are        met.    -   3. In embodiments in which undeployed passenger ramps 200 are        stowed in an interior of the bus, for example in such manner as        to form a floor or other portion of a passenger entryway or        vestibule of the bus when not in use, a passenger door 112        adjacent to the ramp 200 can be opened, e.g., manually by the        driver or automatically by the controller 300.    -   4. After confirming that all appropriate safety and operational        conditions are met, the ramp operator can activate a        suitably-configured switch or control 350, located for example        on a driver's dashboard 157 of the bus 100, to place system 1000        in a constant slope-control mode.    -   5. Controller(s) 300, 302, etc., can generate        suitably-configured control signals to cause actuator(s) 206,        etc., to begin deployment of the ramp 200 from a stowed        position.    -   6. Passenger warning/notification device(s) 357 can be placed in        state(s) indicating that ramp deployment operations are in        progress, and that passengers and others should stand clear and        remain alert.

Scenario 3

-   -   7. Actuator(s) 206 can cause the ramp 200 to deploy from the        stowed position at controlled speed(s), to and past the        vertical, and ultimately to a horizontal or other desired state.        Optionally, any passenger warning/notification devices 357 can        be activated to indicate that the ramp deployment is in action.    -   8. If/when contact with a curb or any other object 709 sensed by        angle or high current draw sensor(s) 208, prior to establishment        of desired ramp angles, the controller(s) 300/actuators 206        suspend operation and stop or otherwise relax the drive motor.    -   9. Controller(s) 300, 302, etc. initiate a process of comparing        angle indicator(s) 208 provided by Hall effect sensors or other        angle- or position-sensitive devices between adjacent ramp        panels 10, 14, 15, until a set standard for constant ramp slope        (e.g., less than or equal to 2 degrees difference between        adjacent ramp panels) is established.    -   10. Passenger warning/notification device(s) 357 can be placed        in a state whereby an indication is provided that passenger        ingress or egress is authorized.

Scenario 4

-   -   1. If acceptable constant-slope ramp angles (within a desired        tolerance, e.g., not more than 2 degrees difference between        adjacent panels 10, 14, 15) are reached before ground or other        contact, controller(s) 300, 302 can suspend ramp deployment and        hold ramp at constant slope angle position.    -   2. Controller(s) 300, 302, 183, 184 can initiate        kneeling/contraction operations with respect to a first        extensible suspension unit 18, e.g., the unit closest to the        passenger ramp.    -   3. If contact with ground or other object 709 is not sensed when        a first kneeling operation is completed, suspension        controller(s) can initiate second (e.g. door side) suspension        kneeling.    -   4. If contact with ground is not sensed, any further kneeling        process is completed, controller(s) 300, 302 can resume ramp        deployment until maximum desired slope (e.g. ADA slope limit) is        reached, then suspend ramp deployment.    -   5. Opposite side suspension unit(s) 18 can be raised initiated        until ramp contact with ground is sensed.    -   6. If contact with ground not sensed when left side raise        reaches set limit, ramp controller can resume ramp deployment        until contact with ground sensed (or ramp travel limits        reached); e.g., past desired slope limit.    -   7. If on contact with ground ramp slope or angle exceeds a        predetermined limit, warning/notification device(s) 357 can be        activated to warn passengers of possible steep conditions.

Stow

-   -   1. Stow operations can proceed as outlined above with respect,        for example, to Scenarios 1 and 2.

It should be noted that at any time in any of the foregoing processesone or more current-draw sensors or other sensors 208 indicate that anobstruction 709 has been encountered by any portion of a ramp 200,deployment of the ramp can be automatically suspended.

Thus it may be seen that in accordance with various aspects andembodiments the invention provides control modules or controllers 300for passenger bus(es) 100, examples of such passenger bus(es) comprisinga body 102 supported by a frame 140 and housing a plurality of passengerseats; at least one passenger access door 120 configured to enablepassenger access through at least one side 104, 106 of the body; and aplurality of vehicle exterior condition sensors 250, the plurality ofvehicle exterior condition sensors 250 comprising at least one of someor all of a passenger presence and/or vehicle navigation sensor 209,211, 224; a steering controller 308, 453; a speed controller 308, 310,451, 452; an extensible suspension controller 184, 455; and a passengeraccess door controller 120, 122. The controllers of such bus(es) 100 canbe configured to receive from the vehicle navigation sensor(s) 209, 211,224 signals indicating some or all of a position and orientation of thepassenger bus 100, and a speed at which the passenger bus is moving;receive from the passenger presence detector(s) 209, 211 signalsindicating the presence of a passenger; generate, based at least on thesignals indicating a position, orientation, and/or speed of thepassenger bus, signals adapted for causing some or all of the steeringcontroller 308, 453 and the speed controller 308, 310, 451, 453 tonavigate the passenger bus to a desired location relative to a passengerloading facility 709 and place the passenger bus 100 in a stoppedpassenger loading condition; route the signals for navigating thepassenger bus to some or all of the speed controller 308, 310, 451, 452and the steering controller 308, 453; and, when the bus is in a stoppedpassenger loading condition, route to the at least one passenger accessdoor controller 122, 120 signals adapted to cause the passenger accessdoor controller to open the passenger access door 120.

In the same and further embodiments, such control module(s) 300 canalso, or alternatively, comprise components configured, based at leaston the same or other signals indicating a position and orientation ofthe passenger bus relative to a passenger loading facility 709, togenerate signals adapted to cause the at least one extensible suspensioncontroller 183, 184, 455 to expand or contract one or more of the bus'ssuspension units in order to place at least a portion of the passengeraccess door 112, 120 in a desired juxtaposition to the passenger loadingfacility.

In accordance with such embodiments, vehicle exterior condition sensors211, 209 can, for example, include some or all of GPS systems 217;geofence devices; cameras 225; lidar devices 223; resistance and/orangle position meter(s) 208, e.g. to detect obstructions or limitationsin freedom of motion. Vehicle exterior conditions monitored by suchdevices can, for example, include some or all of exterior topography,such as gates, platforms, objects in the vehicle's path; overhangs andother overhead objects; the presence of passenger(s) and/or theirproximity to or location relative to a platform or loading site; thepresence of a platform and/or its relative or absolute geographiclocation; the absolute or relative height of a platform; the absolute orrelative location and/or orientation with respect to any otherobject(s); time of day and/or light conditions, weather, etc.; and/orany of a wide variety of conditions at or on a passenger loadingplatform or location, including for example weather, radius of curvatureof platform, presence of passenger assistance device, e.g., wheel chair,walker, bicycle or stroller. It will be understood by those skilled inthe relevant arts that such sensors, and others, can be used to detector otherwise assess a wide variety of vehicle exterior conditions usingknown methods of application, and they will not be troubled inimplementing at least basic functionality with respect to suchassessments.

For example, the invention enables fully- or semi-automaticidentification of the presence of one or more passenger(s) at a bus stop709, navigation of the bus 100 to a safe and/or otherwise preferredjuxtaposition to the stop 709 and stopping the bus 100 in a safe place,changing the height of some or all of the wheels 16 to accommodateaccess by the passenger(s), and opening a passenger door 120, andoptionally turning on interior and/or exterior lights 357, deploying aramp 200, making any desired announcements, such as route stop, or otherinformation, and, when all passenger(s) have boarded safely, closing thedoor 120 and returning the bus 100 to a route service condition in whichit is ready to manually, automatically, or semi-automatically proceed toone or more next passenger collection points 709.

The navigation of the bus to stop(s) 709 and/or other locations, andplacement of the bus 100 into desired juxtapositions relative to suchlocations, can be based on digital topographical and/or geographicalmaps, and/or on the use of any or all of sensor(s) 250 to determine thecontours or proximity of any objects within the vicinity of the bus,without reference to previously-stored maps.

In such embodiments a vehicle ADS 308 can first identify the presence ofa passenger, for example by use of camera(s) 225 and/or optionally withadditional multiple sensing devices or technologies 209, 223, 225, 227,229, eg., thermal devices 229 and/or LIDAR devices 223 in the area of aknown stop 709.

In some embodiments, the presence of passenger(s) can be detected byidentifying forms corresponding to human beings or other passengers,e.g. through facial or body recognition algorithms, etc. thus requiringthe passenger(s) to take no action other than to ensure their presencewithin the confines of a designated stop location 709, and or making agesture such as raising his/her arm.

In the same and other embodiments, passenger(s) can announce theirpresence by pressing a call button 736 or other device external to thebus and optionally located at or on a passenger platform or otherstructure 709, which call button can communicate with ADS 308 or othercontroller by illuminating a call light, sending a wireless signal,etc., for interpretation by sensor(s) 250 such as NFC or other wifidevice 219, or a cellular device 221, or by radio etc.

Alternatively, or in addition, vehicle infrastructure communicationdevices or systems can be used to simply and improve interiorcommunications between devices. For example, an ADS system 308 can besimplified by using wifi device(s) 219, infrared signals 229, etc., tosignal passenger presence as a bus 100 approaches a passenger facility709.

In further aspects and embodiments, the invention provides controlmodules 300 for passenger buses 100 adapted to facilitate passengerloading and/or unloading. For example, a system 1000 in accordance withsuch aspects can comprise a control module 300 for a passenger bus 100,the passenger bus comprising a body 102 supported by a frame 140 andhousing a plurality of passenger seats; at least one passenger accessdoor 112, 120 configured to enable passenger access through at least oneside of the body; and at least one vehicle exterior condition sensor209, 211; the control module 300 comprising at least one controller 304,308, 312 configured to receive from the at least one vehicle exteriorcondition 209, 211 sensor signals representing at least one vehicleexterior condition; based at least partly on the at least one vehicleexterior condition, generate signals adapted to cause at least partiallyautomatic operation of at least one passenger embarkation component ofthe passenger bus such as a door 112, ramp 120, 200, light 357, etc.;and route the generated signals to the at least one passengerembarkation component.

Sensor(s) 250 such as lidar components 223, cameras 225, GPSs 217, etc.,can also be adapted to provide information to controller(s) 300, 304,308, 312, etc., concerning other special condition(s) at platform(s) 709or other locations, such as weather, radius of curvature of platforms,presence of passenger assistance devices such as wheel chairs, walkers,bicycles or strollers, especially by using visual, infrared, laser,and/or other image and data interpretation and mapping schemes,including artificial recognition and other machine vision techniques.

Thus for example the invention enables buses 100 comprisingcontroller(s) 300 configured for identifying the presence of a passengerat a bus stop 709 having a curved platform, curb, or other feature, andfor causing the bus to come to a stop at the passenger location,changing vehicle height and opening the door, some of these actionsbased on topography at and within the vicinity and/or approaches to thebus stop.

For example, a vehicle ADS 300, 304, 312 can first identify a passenger,for example by camera 225, combined with another or multiple sensingtechnologies 211, 209 (e.g., thermal imaging and/or LIDAR sensors 223,229) in the area of a known stop 709. Machine Learning & Deep MachineLearning applications executed by processor(s) 300 can be used to teachthe processors 300 to classify targets like traffic signals, obstacles,people. For example, a system 300 can identify an object as “human” bycamera/thermal sensors 223, 225, 227, 229 and classify as “passenger” bythe “human” target approaching the boarding door location 112 by LIDAR223 sensing the “human” trajectory towards the loading zone or making avisible gesture, such as raising an arm.

In addition, or alternatively, vehicle infrastructure communicationdevices such as communication bus(es) 345 can be used to simplify theADS system 300, 304, 308, 312 significantly. V2I devices can includesimple wifi communication system(s) 219, 221 to receive signal from acall signal device, including an application on a cell phone or othermobile device, manually or automatically activated by a passenger whodesires to board the bus 100, and/or a platform-mounted infrared device736 that signals the vehicle on the approach of the boarding intent.

Thus for example the invention provides, in various aspects andembodiments, control module(s) 300 described above, wherein the at leastone passenger embarkation component comprises the at least one passengeraccess door 120; the at least one vehicle exterior condition sensorcomprises at least one passenger presence detection device 219, 221,223, 225, 227, 229, 209, 736; the at least one vehicle exteriorcondition comprises the presence at passenger embarkation location 709of at least one bus passenger; and the generated signals comprise atleast one passenger access door actuation command.

In accordance with the same and other embodiments, the inventionprovides control module(s) 300 described herein, wherein the passengerbus 100 comprises at least one speed controller 451, 452 and at leastone steering controller 453; the at least one vehicle exterior conditionsensor comprises at least one vehicle orientation sensor 217, 223, 225,227, a compass or inertial navigation system, etc., and the controller300 is configured to receive from the at least one speed controller 207,211, 217, 227, etc., signals indicating a speed at which the passengerbus is moving; receive from the at least one vehicle orientation sensor217, 219, 223, 225, 227, at least one of a location of the passenger andan orientation of the passenger bus relative to a passenger loadingfacility; based at least partly on the signals received from the atleast one speed controller and the at least one vehicle orientationsensor, generate signals adapted to cause the steering controller andthe speed controller to at least partially automatically navigate thepassenger bus to a stop at a predetermined location and orientation withrespect to the passenger loading facility; and route the generatedsignals to the at least one speed controller and the at least onesteering controller. Thus for example the invention provides thecapability of automatically navigating or directing, e.g. decelerating,steering and bringing to a stop the vehicle at a designated boardinglocation 709 after detection of a passenger waiting at or approachingthe designated location.

Passenger presence device(s) 211 in accordance with the various aspectsand embodiments of the invention can include any or all of geo-fencingcomponents, thermal imager(s) 229, light detection and ranging (LIDAR)device(s) 223, camera(s) 225, and receiver(s) 219, 221 configured toreceive from off-board passenger presence annunciator signal device(s)736 representing a declaration of the presence of at least onepassenger. These can for example include providing at a passengercollection point 709 a push button 736 at the bus stop and wirelessrouter 136, an App on a smart phone, and/or other devices.

Passenger embarkation component(s) 351 can further include exteriorpassenger access light(s) 357, light meter(s) and/or other exteriorlight condition sensor(s) 135; so that exterior light(s) 130, 134, etc.,can be activated when the sensed vehicle exterior condition comprises alow light level by generation and routing of one or more light actuationcommands. Light condition sensor(s) 135 can further include clockcomponents and wireless signal receiver(s) 136 adapted to receive andrelay signals representing ambient conditions at a passenger accesslocation.

In further aspects and embodiments, bus(es) 100 can comprise one or moreannunciator(s) 133 (e.g., loud speaker(s)); the at least one vehicleexterior condition sensor can comprise at least one passenger presencedetection device 211, 209; the at least one vehicle exterior conditioncan comprises the presence at passenger embarkation location of at leastone bus passenger; and signals generated by controller(s) 300 cancomprise at least one live or pre-recorded passenger access announcementinstruction, to be automatically announced by a loudspeaker or otherdevice.

In the same and further embodiments, the at least one passengerembarkation component 351 can comprise at least one deployable passengeraccess ramp 200, 206; and the signals generated by controller(s) 300 cancomprise signals adapted to cause at least partially automaticdeployment of the passenger access ramp.

In the same and further embodiments, the at least one passengerembarkation component 351 can comprise at least one extensiblesuspension controller 184, 12, and signals generated by controller(s)300, 184, 18 can be adapted to cause an extensible suspension controller184, 18 to at least partially automatically extend or contract at leastone extensible suspension unit 18 associated with an axle of thepassenger bus.

In the same and further embodiments, the at least one vehicle exteriorcondition sensor 211, 209 comprises at least one device 217, 219, 221,223, 225, 227 configured to provide to the control module signalsrepresenting a determined location of the passenger bus; and based atleast partly on the determined location of the passenger bus 100, thecontrol module 300 is configured to generate at least one passengeraccess door actuation command. The determined location of the passengerbus can, for example, comprise either or both of an absolute location ofthe bus and a location of the passenger bus relative to a passengerembarkation facility. Thus for example the bus 100 can be driven into adesired proximity of a passenger embarkation facility 709 and one ormore doors 120 can be opened. In some embodiments, the bus 100 cancomprise multiple doors 120, e.g., one on a left or ‘street’ side, andthe other on the right or ‘curb’ side, and depending upon the locationand the configuration of the passenger facility 709, either or bothdoors can be fully- or partially-automatically opened. In other words,for example, at some locations the control module 300 can be configuredto generate at least one passenger access door actuation commandconfigured to actuate less than or all of the plurality of passengerdoors 120. Thus door operations can be based on a variety of factors,including some or all of stop/vehicle location and/or presence ofpassenger. For example, in some circumstances passengers or operatorsmay wish to use streetside doors only at certain stops, curbside doorsonly at other stops, and/or both side doors at some stops. Thus forexample, in some embodiments it can be advantageous to tie doorselection for operation into GPS locations of bus stops 709.

As previously described, in various aspects and embodiments theinvention provides buses 100 comprising control module 300, and vehicleexterior condition sensor(s) comprise device(s) 209, 211 configured toprovide to the control module 300 signals representing a determinedlocation of the passenger bus 100; at least one passenger embarkationcomponent comprises an extensible vehicle suspension system 184, 18; andbased at least partly on the location of the passenger bus, thegenerated signals comprise at least one signal configured to causeextension or contraction of components of the extensible vehiclesuspension system associated with at least one wheel of the passengerbus. Such configurations enable, for example, kneeling and/or raising ofall or portions of a bus, for example to increase or decrease groundclearance to clear obstructions in streets, parking lots, maintenanceyards, etc., and/or to clear overhead obstructions such as lowmaintenance door bays, passenger stop shelter roofs, etc., based on anyor all of vehicle proximity to one or more stop 709, presence of one ormore passengers at loading points 709, based only on location, andoptionally while the bus is moving.

As previously noted, exterior condition sensors 250 can include motorRPM sensors, current sensors, angular position sensors and other sensors207, 208, adapted to determine that a ramp 200 being deployed inaccordance with the disclosure has encountered an obstruction, such as astone, a curb, debris, or other object, and is thereby blocked fromdeploying properly to a desired deployed configuration, for example adesired ramp angle, sill height, etc. For example, if a ramp 200encounters a stone or other obstruction before reaching a desiredangular or height configuration, a current sensor 207, 208 can beadapted to register a rise in current as the ramp motor attempts tocompleted the desired deployment. This can controller(s) 300, 304, 312etc., to compensate in a variety of ways, including for example bycausing suspension system 182, 184, 18 to kneel or rise, bus 100 tonavigate to a location more suited for ramp deployment, etc.

Thus for example in accordance with some aspects and embodiments theinvention provides buses 100 comprising control module(s) 300, 304, 312,one or more vehicle exterior condition sensors 224 comprising one ormore devices 207, 208, etc., configured to provide to the control modulesignals indicating that a deployable passenger access ramp hasencountered an obstruction, and one or more passenger embarkationcomponent(s) comprising at least a deployable passenger access ramp 200.Based at least partly on receipt from the sensor(s) 224, 207, 208 of asignal indicating that the deployable passenger access ramp 200 hasencountered an obstruction, the controller(s) 300, 304, 312 can generatesignals configured to suspend deployment of the deployable access ramp.For example, an angle sensor 208, ramp motor speed sensor 207, can routea motor speed J1939 message to a PLC controller 300 and a timerassociated with the controller can determine that the ramp 200 hasencountered obstruction, can alert an operator of the bus 100 with anaudible signal using a dashboard- or otherwise mounted loudspeaker orsignal generator, and move the ramp 200 to a vertical position for theoperator to determine an appropriate action from this safe ramp positionfor resolving the issue and properly deploying the ramp 200.

In some embodiments of such aspects of the invention, a position and/orvelocity encoder 207, 208 can be used to determine that an obstructionhas been encountered. For example, when a ramp deployment speed drops tozero, or to a value lower than that expected during normal rampoperation, and/or when a ramp or ramp panel angle sensor indicates thata proper ramp or ramp panel angle 710, 711, 715 has not been has notbeen achieved within an expected amount of time, ramp deployment can besuspend until corrective action has been taken.

Further aspects and embodiments enable fully- and/or semi-automaticprocesses for properly configuring a bus 100 for depot or on-routecharging. For example, as shown in FIG. 7 , a bus 100 comprising anoverhead charging apparatus such as rails 170, and/or side-accessedcharging interface 172 can be properly aligned for overhead or sidecharging by deployment of extensible suspension components 18 to levelor otherwise adjust a roll and/or pitch angle of the bus 100,

Thus in various aspects and embodiments the invention provides buses 100having energy storage system 455 comprising batteries and/or otherenergy storage devices comprising fixed and/or deployable charginginterfaces such as contact charge rails 170 and/or plug-interfaces 172,one ore more vehicle orientation sensors 211, 209 comprising for exampledevice(s) 217, 219, 221, 223, 225, 227, etc., configured to provide tothe control module signals representing a determined location of thepassenger bus; and at least one device 182, 184, etc. configured toprovide to the control module signals representing a level status of atleast one axle 122 of the passenger bus 100; wherein the controlmodule(s) 300, 184, etc. are configured to, based at least partly on thedetermined location of the passenger bus 100 and the level status of theat least one axle 122 of the passenger bus, generate signals adapted tocause at least partially automatic operation of at least one component18 of an extensible suspension 18, 182,184 system associated with atleast one end of the at least one axle. In addition, or alternatively,such a bus 100 can comprise a pantograph or other external overheadcharging system 800, 802 that is at least partially automaticallydeployable, and the control module 300 can be configured to, based atleast partly on the determined location of the passenger bus and thelevel status of the at least one axle of the passenger bus, generatesignals adapted to cause at least partially automatic deployment of theoverhead charging unit.

For example, such systems can allow the vehicle 100 to self-level to theoverhead charger 800, 802 to adjust for road inconsistencies, inparticular road crown. As is understood by those skilled in the relevantarts, charging systems 800 involving pantographs 802 and otherdeployable interfaces often have limited ranges of misalignment they canaccommodate in engaging to charge.

With charging interfaces 800 correctly aligned and deployed,controller(s) 300 can initiate and control suitable charging processesin order to charge the bus battery system or other energy storagesystem.

A further constraint can be imposed by a maximum distance 806 throughwhich a deployable charge interface 800 can be deployed, so thatextensible suspension controllers 18, 182, 184 can be used to raise orlower, as well as tilt (roll or pitch) the bus 100 in order toaccommodate charging. Similarly, orientation, location, steering andspeed controllers 228, 217, 219, 223, 225, 227, etc., can be used toplace the bus 100 at a proper spacing 808 from and angular relation tothe passenger platform or charging station 709, as described herein.

Similarly, in various aspects and embodiments combinations of steering,speed, position, location, and suspension controllers 228, 217, 219,223, 225, 227, 182, 184, 18, 300 can be used to control a gap 810between a bus 100 and a loading platform 709. For example, in suchembodiments a control module 300 can be configured to receive from atleast one vehicle orientation sensor 211, 209 signals representing atleast one vehicle orientation condition relative to a passenger loadingfacility, charge station or other external object 709; based at leastpartly on the at least one vehicle orientation condition, generatesignals adapted to cause at least partially automatic operation of atleast one component 18, 182, of an extensible suspension systemassociated with at least one end of at least one axle 122 of the bus inorder to minimize or otherwise control a gap 810 between a least aportion of the passenger door 112, 120 and the passenger loadingfacility 709; and route the generated signals to the at least onecomponent of the extensible suspension system.

FIG. 5 provides schematic side and perspective views of embodiments ofcomponents 181, 182, 183 of an extensible suspension unit 18 inaccordance with aspects and embodiments of the invention. An extensiblestrut unit 18 can include one or more proportional valves 183, forsmoother and more precise control of fluid flow into or out of strut181, pressure sensors for precise control of pressure within strut 181,and one or more integral or communicatively linked electronic controlunits 184, including for example dedicated suspension processors withonboard diagnostic devices, including accelerometers 187 and/or othersensors.

A significant and advantageous application enabled by suspension units18 in accordance with the invention is improved active roll controls forpassenger buses, configured to reduce and/or dampen rolling and othermotions sensed by passengers within body 103 or other passengerhousings. For example, through the use of high-speed data processors tointerpret and respond to inputs from height detectors 182,accelerometers 187, pressure gauges, switch positions, and/or othersensors, a suspension system 18 in accordance with the invention to canreduce or eliminate rolling and other undesirable motions about alongitudinal axis 193 (FIG. 1 ) of a passenger bus body by alternatelystiffening or extending or softening or contracting one or more units 18to counteract rolling motions caused by operation of the bus on unevenroads, etc. Proportional valves, for example, can provide very smoothheight changes for strut(s) 181.

An example of response to such a system is shown in FIG. 6 . In theexample shown, rotational accelerations 622 about a roll axis 193 of abus 100 prior to activation of a roll-dampening enabled suspension unitare shown during elapsed time period 625. At 630 (time ti), a driver orother operator of a bus 100, or any controller(s) 300, 302, 184, etc.,can initiate a roll-suppression mode, in which some or all ofcontroller(s) 300, 302, 184 directly or indirectly sense rollaccelerations, for example by sensing that a state of extension of oneor more units 18 has changed suddenly, based on signals generated bysensor(s) 182, etc.) and/or by height sensor(s) 182, and use valve(s)183 on either or both sides of one or more axles 122 to cause pressurein one or more extensible units 18 to increase or decrease, therebystiffening one or more strut(s) 181 when accelerations are increasing,and to wholly or partially deflate such strut(s) when accelerationsdecline, with the result that, as shown at 627, roll accelerations 621,622 can be significantly decreased (by a magnitude of about 4× foraccelerations 621, in the example shown).

This process can be understood by comparing strut valve positions(open/closed, and magnitude of opening) at 623 and strut extensions 621with roll accelerations 622 during the time periods 625, 627. Forexample, as a bus is driving down a street or highway, height sensors182 and/or accelerometers 187 can continuously generate signalsrepresenting the extent of extension or contraction of all or someextensible suspension unit(s) 18 on the bus; the rate of change of suchextension or contraction; the pitch and/or roll accelerationsexperienced by the body 103 of the bus; and can route them to one ormore controllers 300, 302, etc., and controller(s) 300, 302, etc., cangenerate, in response, command signals configured to cause one or moreextensible units 18 to stiffen, soften, extend, or contract, in suchway(s) as to counteract unwanted accelerations or movements of the body103.

For example, as a bus 100 rounds a corner, centrifugal acceleration cancause its body 103 to roll or tilt away from the center of the turningradius, and thereby tend to cause one or more extensible suspensionunits 18 on the side of the bus opposite the center of turning radius tocontract. On receipt of signals generated by height detectors 182associated contractions or extensions of suspension units 18 with any orall of the wheels 16 affected by the rolling motion, and/oraccelerometers 187 due to the rolling motion, controller(s) 300, 302 cancounteract the roll by rapidly generating signals configured to causeany contracting suspension units to extend, and/or any extending unitsto contract.

In various embodiments of the invention, such roll-suppressiontechniques can be implemented in a variety of ways. For example, as afirst step, in a ‘passive state’, extension/contraction of suspensionunit(s) 18 can be segregated through the use of controllers 183, 184,300 adapted to control one or more suspension units 18 independently ofall others. For example, by blocking all fluid communication betweensuspension components 189 and their associated fluid controllers 183,and thereby ‘decoupling’ suspension units 18, on opposite ends of asingle axle, rolling motions induced by those suspension units can bereduced or eliminated.

In an ‘active’ state, one, plural, or all extensible suspension units 18can be independently controlled so as to counteract any undesiredmotions. For example, in a vehicle having two or more axles, extensibleextension units 18 on each end of a first axle can be maintained at adesired static or varying level of stiffness, to provide general ridecomfort, while height detectors 189 associated with each of thesuspension units on such first axle can be monitored by a controller300. As heights or relative levels of extension/contraction of thesuspension units on each end of the axle fluctuate while the vehicle isin motion, the controller 300 can determine their average value and usesuch average value to either extend or contract each of the suspensionunits 18 on either end of one or more other axles. Enforcement of suchaverage extension values on one or more units 18 of a second, third,and/or other further axle, based on activity of the first axle, canprovide an advantageous combination of shock-reduction and stiffness, asobserved in the passenger housing, resulting in improved ride qualityfor embarked passengers.

As an example of such a ‘second axle-averaging’ scheme, with referenceto FIG. 3 , at time T₁ a controller 300 can receive from one or bothheight sensors 182 associated with suspension units 18 on a first axle122, 1004 signals indicating the following state ofextension/contraction, relative to an at-rest condition for the units:

OBSERVED FIRST AXLE STATE at time T₁ TIME LEFT UNIT STATE RIGHT UNITSTATE T₁ Extended to +2.5 inches Extended to +1.0 inches

In other words, at time T₁ both suspension units are in an extendedstate. The height detector 182 associated with the left-hand unit hasgenerated, and routed to the controller 300, signals indicating that theleft-hand unit is extended 2.5 inches above its ‘rest’ position. Theheight detector 182 associated with the right-hand unit has generated,and routed to the controller 300, signals indicating that the right-handunit is extended 1.0 inches above its ‘rest’ position.

On receipt of such signals, controller 300 can add the two state valuestogether and divide by two, thereby determining that suspension units 18on the first axle 122, 1004 are extended to an average of 1.75 inches.The controller 300 can then generate signals configured to enforce anextension of 1.75 inches on each of the suspension units at either endof at least one second axle 122, 1003, by for example causing thecontrollers 183, 184 to inflate air bag 181, 189 with such suspensionunits, using air from a reservoir 196, until suitable indications arereceived from height sensors 182 associated with units 18 on such second(or third or N^(th) axle). Thus at time T1 the controller can route tothe controllers 183, 184 associated with the at least one second axlesignals configured to enforce the following condition on the at leastone second axle:

ENFORCED SECOND AXLE STATE at time T_(1a) TIME LEFT UNIT STATE RIGHTUNIT STATE T_(1a) Extend to +1.75 inches Extend to +1.75 inches

At a subsequent observation, at time T₂, the controller 300 can receivefrom one or both height sensors 182 associated with suspension units 18on the first axle 122, 1004 signals indicating the following state ofextension/contraction, relative to an at-rest condition for the units:

OBSERVED SECOND AXLE STATE TIME LEFT UNIT STATE RIGHT UNIT STATE T₂Contracted to −1.5 In. Extended to +2.5 inches

In other words, at time T₂ the left-hand unit is contracted to 1.5inches lower than its nominal at-rest state, while the right-hand unitis now extended to 2.4 inches above its nominal rest state. The heightdetector 182 associated with the left-hand unit has generated, androuted to the controller 300, signals indicating that the left-hand unitis extended 1.5 inches lower its ‘rest’ position. The height detector182 associated with the right-hand unit has generated, and routed to thecontroller 300, signals indicating that the right-hand unit is extended2.4 inches above its ‘rest’ position.

On receipt of such signals, controller 300 adds the two values togetherand divides by two, thereby determining that suspension units 18 on thefirst axle 122, 1004 are extended to an average of 0.45 inches. Thecontroller 300 then generates signals configured to enforce an extensionof 0.45 inches on each of the suspension units at either end of at leastone second axle 122, 1003. Thus at time T₁ the controller routes to thecontrollers 183, 184 associated with the at least one second axlesignals configured to enforce the following condition on the at leastone second axle by, for, example, reducing the inflation of the two airbags 181, 189 associated with the axle 122, 1003:

ENFORCED SECOND AXLE STATE TIME LEFT UNIT STATE RIGHT UNIT STATE T_(2a)Extend to +0.45 inches Extend to +0.45 inches

The process of reading extension/contraction states at each end of afirst axle, averaging the state of the suspension units associated withthe first axle, and enforcing the average values on multiple suspensionunits on one or more other axles can continue for so long asride-control processes are in effect: for example, while the bus 100 isin motion, or while it is motion above a predetermined speed, etc., oruntil the suspension units 18 are all within a redetermined relative orabsolute extension/contraction threshold state—for example, when none ofthe suspension units 18 is extended or contracted by more than 0.5inches, or when the units are all extended or contracted to within 0.5inches of each other. At such a point the controller 300 can return thesystem 1000 to a passive state such as that described above.

Moreover, rates at which extension states are sampled and responsiveaveraging instructions generated and/or are enforced can be varied inaccordance with the configuration of the bus 100 and the objectives ofits operators. Identifying suitable rates for sampling and responsivecontrol action will not trouble those skilled in the relevant arts, oncethey have been made familiar with this disclosure.

Examples of criteria that can be enforced by controller(s) 300 in activeride-improvement or roll-suppression modes include:

-   -   The controller can attempt to drive all suspension units to        desired states of extension/contraction/stiffness at all desired        times, based on any or all of vehicle speed, pitch and/or roll        accelerations experienced by the body housing, geographic        location or known road condition(s) (e.g., as determined by        means of GPS) and/or available pneumatic/hydraulic pressure    -   Active control mode(s) can be initiated under any desired        condition(s), based on any or all of vehicle speed, pitch and/or        roll accelerations experienced by the body housing, geographic        location or known road condition(s) (e.g, as determined by means        of GPS) and/or available pneumatic/hydraulic pressure

For example, a passive state can be in force at speeds below 10, 15, 25or 20 miles an hour, or other specified speeds. As a further example, anactive state can be initiated when, and persist for so long as, anextension/contraction state of any one or more units exceeds a thresholdvalue (e.g., 1 inch or 0.5 inch) for more than a predetermined amount oftime (e.g., 0.25 second, 0.5 second, or 1.0 second); and/or when anaccelerometer reading exceeds a predetermined value (e.g., lateralacceleration of more than 0.2 g or roll of more than 5 degrees persecond about any axis) for more than a threshold period of time. Whenany such conditions cease to exist, control can be returned to thepassive state.

Alternatively, or in addition, multiple active states can be enforcedbased on increasing vehicle speeds. For example, the following statescan be enforced:

RIDE CONTROL STATES EXTENSION RESPONSE SPEED STATE THRESHOLD(S) TIME(S)<10 MPH PASSIVE NA: N/A: nominal stiffness nominal resp. 10-15 MPH1^(st) ACTIVE >0.25 in.  <0.5 sec. 15-25 MPH 2^(nd) ACTIVE >0.10 in. <0.1 sec. >25 MPH 3^(rd) ACTIVE >0.05 in. <0.05 sec.

In other words, at speeds below 10 mph controller(s) 300, 183, 184,etc., enforce the passive state described above, in which suspensionunits 18 are isolated from each other and allowed to respond normally.

At speeds above 10 mph, the controller(s) 300, 183, 184, etc. enforceprogressive active roll suppression measures. As speed increases, thethresholds for suspension/contraction by suspension units 18 whichtrigger processes for enforcing on at least one second axle extensionsand/or contractions equal to the average state on a first axle can beprogressively reduced. Thus for example a change of at least ¼ inch(es)in the extension of any suspension unit can be required to trigger anaveraging response at 7 MPH, while a deflection of no more than 1/20inch can suffice at 30 MPH.

In some embodiments, strut control systems like those shown in FIG. 3are used in conjunction with air management strategies, in order tominimize air usage and therefore increase the efficiency of energy useon board the bus 100.

As previously noted, such roll suppression features can be integratedwith access ramp features disclosed herein.

Thus it will be understood that in various aspects and embodiments theinvention(s) disclosed herein provide passenger buses 100 comprisingcontrollers 300, 302, 184, etc., comprising or otherwise communicativelylinked with one or more suspension height sensor 182 associated witheach of a plurality of controllably extensible suspension units 18associated each of a plurality of wheels 16 disposed on at least twoaxles 122, and the controller(s) 300. 302, 184 are configured, while thevehicle(s) 100 are in motion, to determine the state of extension ofeach of the suspension units 182 disposed on a first axle 122, determinean average of the determined extension states, and extend or contracteach of the suspension units 18 disposed on at least a second axle 122in order to place each of the suspension units disposed on the at leastsecond axle in the average extension state determined by the controller,in order to dampen a rolling motion.

It will further be understood that, in various aspects and embodiments,the invention provides roll suppression systems for passenger buses 100having passenger compartments in bodies 104 and associated longitudinaland transverse axes 193, 191, respectively, at least two axles 122, eachof the at least two axles supported by one or more controllablyextensible suspension units 18; one or more body roll sensors adapted togenerate signals representing or otherwise associated with rotationalaccelerations of the passenger compartment about one or more of thelongitudinal and transverse axes; one or more suspension controllers183, 184 communicatively linked to the one or more controllablyextensible suspension units 18 and the one or more roll sensors; whereinthe suspension controller(s) 183, 184 are configured to vary a stiffnessof at least one of the controllably extensible curbside suspension units18 in response to receipt of signals generated by the one or more rollsensors, and thereby to dampen roll of the passenger compartment aboutone or more of the longitudinal and transverse axes.

In various aspects and embodiments the invention enables furtherimprovements in efficiency, reliability, and safety by enablingcontrollers 300, 302, 184, etc., to automatically control ramp/and orsuspension operations based on sensed geographic position (sometimesknown as geo-fencing operations). For example, a controller 300 of a bus100 in accordance with such aspects and embodiments can comprise, orotherwise be communicatively linked to, any one or more of GPS device(s)211, RFID, and/or other devices 733 for sensing vehicle geographiclocation or proximity to structures, etc., in order to automaticallyidentify ramp deployment and/or suspension extension/contractionconditions to be implemented at a passenger stop, terminal, ormaintenance facility, etc., or to accommodate temporary conditions dueto road or wayside construction, accidents, or other incidents, etc. Forexample, a ramp 200 of a bus 100 stopped at a passenger stop associatedwith a known curb height can be automatically deployed to the properheight.

An embodiment of a bus 100 configured for such automatic ramp deploymentand/or suspension operations is shown in FIG. 1B. In the embodimentshown, a bus 100 has approached a passenger stop, terminal, or otherpassenger loading point 700 having a having a passenger loading surface709, such as a curb, sidewalk, or platform, which is located at a height712 above a road, driveway, or other surface 711 on which the bus 100 isstopped. The loading point 700 is provided with radio-frequencyidentification (RFID), low-powered radio, or other local communicationdevice(s) 733 a capable of communicating information such as vehiclestop identification, desired ramp deployment heights, etc., to acorresponding device 733 b on the bus 100. Alternatively or in addition,the bus 100 is equipped with a GPS or other mobile geographic locationsystem 211 (FIG. 2A), configured to provide location and optionally busorientation (e.g., heading) information to a controller 300, forcross-referencing by the controller 300 with a look-up table comprisingramp deployment and/or suspension operation requirements for referred orrequired modes of displacement for proper juxtaposition of the bus 100and ramp 200 with respect to the loading point 700. The bus 100 isotherwise equipped as described herein.

An example of automated ramp and suspension deployment through the useof geo-fencing techniques using local communication devices includes abus 100 approaching a ramp or other loading point 700. As the bus isapproaching, or when the bus is otherwise in a suitable position withrespect to the loading point 700, a local communication device 733 cancommunicate to a controller 300 of the bus, using radio wave, optical,sonic, or other communications means, information sufficient to enablethe controller 300 to cause a ramp 700 to deploy to a desired heightand/or condition (e.g., minimal ramp slope, constant ramp slope, etc.,as described herein) without manual input from a driver or otheroperator of the bus. For example, on approach or after stopping, thelocal communication device(s) 733 and controller 300 of the bus cancooperate to ensure that ramp height module of the controller 300 hasaccess to data representing at least the curb, platform, or otherpassenger surface height 712, so that the controller can then, using anyor all of passenger door sill height 724, required orotherwise-preferred ramp angle 711 (ramp slope with respect to thehorizon or gravity), and/or other control conditions, instruct some orall of ramp controllers 206, 217 and/or suspension unit(s) 18 to deploythe ramp 200 and optionally contract door-side suspension unit(s) 18,771 and/or extend opposite side suspension unit(s) 18, 772 as shown toplace the passenger ramp 200 in a desired configuration.

In such embodiments, passenger surface height 712 and any other localinformation associated with the loading point 700 can be communicated bylocal communication device(s) 733 a and/or can be stored in other localor remote memory accessible by the controller(s) 300 for retrieval bythe controllers 300, using a ramp height module such as asuitably-configured software routine or application, based on locationor other identification information provided by the loading point system733. For example, a device 733 a can communicate to the bus 100 a stopID associated with structure 700 or surface 709, upon whichcontroller(s) 300 can look up desired or required ramp and/or suspensiondeployment parameters in a table stored in memory on the bus, orremotely, for use in generating suitable commands for controllingdevices 200, 18, etc.

In embodiments in which a bus 100 and/or controller 300 is provided witha GPS 217 or other mobile geographic positioning device 211, 219, 221,228 etc., the controller 300 can, when in a desired position or distance810 from a load point 700, 709, commence such processes using curbheight 712 and other data stored locally on the bus 100 or remotely, andaccessible by the controller 300 using wireless communications devices.Such data can be stored in tabular form, for example in the form of datasets associating loading point characteristics such as passenger surfaceheights 712 with specific locations associated with specific locationson digital maps, etc. In other words, for example, a desired verticaloffset or other system configuration parameter can be determined atleast partly by comparison of a signal representing a location of thebus to data representing digital map information. Alternatively suchconfiguration parameters can be provided in the form of digital look-uptables provided by transit operators, etc.

In further embodiments, passenger surface height 712 can be determinedthrough the use of curb height detectors or other sensors 224 such asoptical and/or mechanical sensors 223, 335, 227, such as an array oflasers or laser scanning device(s) 767, 223 and/or mechanical or opticalcurb feelers 768. Laser scanning devices 767 can use arrays comprisingmultiple lasers and/or controlled steering of laser beams with laserrangefinders, using known means.

In such instances device(s) 767, 768 can provide heights 712 directly tocontroller(s) 300 for processing in determining preferred operations andsequences to be used in activating ramp controller(s).

In addition to use of geo-fencing and other location-based automaticconfiguration of suspension and/or ramp systems to enable onloading oroffloading of passengers and others from buses, the same types ofdevices can be used to cause buses to be raised above or dropped belownormal ride height in order to clear door structures, rocks or otherobstacles in roads or other driveways, etc. For example, a busapproaching a maintenance barn or other structure 700 can be caused to‘sit down’ by contracting all four (or more) extensible suspension units18 to a state of full or partial contraction in order to clear anoverhead door or door structure of a height 738; likewise a plurality ofunit(s) can be used to raise a bus 100 or part of a bus in order clear aknown road or driveway obstacle.

Thus the invention provides, in various aspects and embodiments,passenger buses comprising one or more deployable passenger access ramps200 configured to selectably provide a substantially continuouspassenger path from a surface outside a body 103 of the bus to apassenger door sill 123, and one or more controllers 300 adapted tocontrol selectable deployment and retraction of the at least onepassenger ramp 200, the controller 300 comprising a ramp height module,which may comprise any or all of hardware, software, or firmwareconfigured to generate signals usable by the controller 300 indetermining a desired vertical offset 713 between the sill of thepassenger door and a distal edge of the at least one deployablepassenger support panel ramp when the ramp is in a deployedconfiguration. In such embodiments the desired vertical offset can bedetermined in a wide variety of ways, including at least partly bycomparison of a signal representing a location of the bus to datarepresenting a location on a digital map, and/or through the use ofsignals generated by a curb height sensor 767, 768.

The invention further provides such buses wherein controllers 300 can beadapted to control selectable deployment and retraction of the at leastone passenger ramp 200, and/or to control extension of each of aplurality of controllably extensible suspension units 18; wherein thecontroller(s) 300 are configured to received signals representing alocation of the bus and, based at least partly on the representedlocation, selectively cause at least one of the following location-basedactions:

-   -   deployment of the passenger access ramp 300 to a deployed        position;    -   retraction of the passenger access ramp to a stowed position;    -   extension of one or more of the controllably extensible        suspension units 18; and    -   contraction of one or more of the controllable extensible        suspension units 18;        wherein any or all of the selectively-caused location-based        actions can be selected based at least partly by comparison of a        signal representing a location of the bus to data representing a        digital map, and/or at least partly on signals representing        proximity of the bus 100 to one or more objects.

It will further be seen that, in various aspects and embodiments, theinvention(s) disclosed herein provide, among other improvements,passenger buses 100 having bodies 103 supported by frames 140 andhousing pluralities of passenger seats 142 in a body housing 102; one ormore passenger doors 120 configured to enable passenger access throughone or more sides 104 of the body housing; at least one deployablepassenger access ramp 200 configured to selectably provide asubstantially continuous passenger path from a surface 709, 711 outsidethe body to at least one of the passenger doors 120, such deployableaccess ramps comprising at least one deployable passenger support panel14, 10, 26 and, when deployed, a distal ramp edge 202. In such buses theframe 140 can be supported by a plurality of wheels 16 on the side ofthe frame comprising the passenger door and a plurality of wheels 16 ona side of the frame opposite the passenger door, each of the wheelssupported by controllably extensible suspension units 18. Such a bus canfurther comprise one or more controllers 300, 302, 184, etc.,configured, during a ramp deployment process when the bus 100 isstationary, to controllably extend or contract one or more of thecontrollably extensible suspension units 18 in order to control a gradeof the at least one deployable passenger support panel 14, 10, 26; andwhile the bus is in motion, extend or contract at least one of thecontrollably extensible suspension units in order to dampen a rollingmotion of a passenger compartment in the body 104 of the bus about atleast one of a longitudinal axis 193 and a transverse axis 191 of thepassenger compartment or the body 104.

It may further be seen from the foregoing that the invention(s)disclosed herein provide such buses 100, wherein the access ramp 200comprises a plurality of passenger support panels 10, 14, 26, and thecontroller(s) 300, 350, 184 are configured to deploy the access ramp 200and selectably extend the suspension units 18, either by extending themor contracting them, or both; such that upon completion of deploymentthe plurality of passenger support panels 10, 14, 26 are deployed to aconstant grade.

Alternatively, or in addition, in various embodiments the invention(s)disclosed herein provide passenger buses according to any of theforegoing, wherein the controller(s) 300, 302, 184 are configured todeploy the access ramp(s) 200 to a maximum rise limit prior and thenselectably contract the curbside suspension units 18, 771 until thedistal edge of the deployed ramp is in contact with a surface outsidethe body of the bus. Alternatively, or in addition, when thecontroller(s) 300, 302, 184 etc., can further be configured to deploythe access ramp to a maximum rise limit prior and then selectably extendthe suspension units 18, 772 on the side of the frame opposite thepassenger door until the distal edge 202 of the deployed ramp is incontact with a surface 709, 711 outside the body of the bus.

It will further be seen that in various aspects and embodiments theinvention(s) disclosed herein provide passenger buses according to anyof the foregoing, wherein the passenger door 120 comprises a sill 125and the controller(s) 300, 302, 184 comprises a ramp height moduleconfigured to generate signals usable by the controller(s) indetermining a desired vertical offset 724 between the sill 125 of thepassenger door 120 and a distal edge 202 of the at least one deployablepassenger support panel ramp 10, 14, 26 when the ramp 200 is in adeployed configuration, and in deploying the ramp 200 to establish suchvertical offset.

According to the same and further aspects of the invention, thedisclosure provides passenger buses 100, such a bus comprising a frame140 supported by at least three wheels 16, at least two of the wheels 16supported by controllably extensible suspension units 18; a body 103supported by the frame 140 and housing a plurality of passenger seats142; one or more passenger doors 120 configured to enable access to thebody housing 103; at least one deployable passenger access ramp 200configured to selectably provide a substantially continuous passengerpath from a surface 709 outside the body to the passenger door 120, thedeployable access ramp 200 comprising at least one deployable passengersupport panel 10 and, when deployed, a distal ramp edge 202; thecontrollably extensible curbside suspension units 18 adapted to contractin conjunction with deployment of the access ramp 200, whereby a grade711 of at the least one passenger support panel 10 can be controllablyreduced when the distal edge 202 of the deployed ramp is in contact withthe surface 709 outside the body 103 of the bus.

Such a bus 100 can comprise one or more controllers 300 configured tocontrol selective contraction or extension of the suspension units 18,in response to command signal(s) generated by an operator of the bus, inconjunction with deployment of the access ramp 200 and separately fromdeployment of the access ramp 200, to controllably reduce the grade 711of the at least one passenger support panel 10. Optionally, suchcontroller(s) 300 can be configured for automatic contraction orextension of the suspension units 18 in conjunction with deployment ofthe access ramp(s).

Such controllers 300 can be configured to automatically controldeployment of an access ramp 200 having multiple panels 10, 14, 26 suchthat upon completion of deployment the plurality of passenger supportpanels are deployed to a constant grade, regardless of deployed ramprise or contraction of the suspension units. In these and otherembodiments of the invention, the controller 300 can be communicativelylinked to, or otherwise comprise, one or more such as ammeters sensorsand thereby configured to sense contact of the distal edge of the atleast one ramp panel with the surface outside the body of the bus, andupon sensing that the surface has been contacted by the distal edge,e.g, by a rise in current draw by a motor driving the ramp 200 toinitiate contraction of the suspension unit.

It will further be seen that the invention provides passenger buses 100comprising passenger compartments in bodies 103 supported by at leasttwo axles 122, each of the at least two axles supported by one or morecontrollably extensible suspension units 18; one or more body rollsensors 182, 187, etc., adapted to generate signals associated withrotational accelerations of the passenger compartment about at least oneof a longitudinal axis 193 and a transverse axis 191 of the passengercompartment; and a suspension controller 300 controllably linked to theone or more controllably extensible suspension units 18 and the one ormore roll sensors 182, 187, etc., the suspension controller 300configured to vary a stiffness of at least one of the controllablyextensible curbside suspension units 18 in response to receipt ofsignals generated by the one or more roll sensors, and thereby to dampenroll of the passenger compartment about one or more of the longitudinaland transverse axes. For example, in some embodiments such roll sensorscomprise extension sensors 182 associated with each of one or morecontrollably extensible suspension units 18, each of the extensionsensors 182 adapted to generate signals representing the extent to whichthe controllably extensible suspension unit is extended or contracted;wherein a suspension controller 300, 183, 184 is controllably linked tothe each of the controllably extensible suspension units 18 andconfigured to receive signals generated by each of the extension sensors182 and the suspension controller(s) are configured to determine, basedat least partly on signals generated by the extension sensors, that atleast two suspension units disposed on a common side of the bus havecontracted, and in response to said determination route to at least twosuspension units on an opposite side of the bus signals configured tocause the at least two suspension units on an opposite side of the busto extend, and thereby dampen a rolling motion of the bus.

In the same and other embodiments, the invention provides buses havingpassenger compartments 103 supported by at least two axles 122, eachaxle having two ends, each end of each axle supported at by at least onecontrollably extensible suspension unit 18, and each extensiblesuspension unit 18 comprising an extension sensor 182 adapted togenerate signals representing the extent to which the controllablyextensible suspension unit is extended or contracted. The buses furthercomprise suspension controller(s) 300, 302, 183, 184 controllably linkedto the each of the controllably extensible suspension units 18 andconfigured to receive signals generated by each of the extension sensors182; the suspension controllers 300, 302, 183, 184 configured todetermine, based at least partly on signals generated by extensionsensors 182 of suspension units at each end of a first one of the atleast two axles 122, the average extension of the suspension units ateach end of said first axle, and to route to at least one suspensionunit supporting each end of at least a second of the at least two axlessignals configured to cause the at least one suspension unit supportingeach end of the at least second axle to extend to the determined averageextension of the suspension units on the first axle.

In further aspects and embodiments, the invention provides controllers300 adapted for the operation and control of any of the systems, buses,and/or processes disclosed, suggested, or otherwise described herein.

In further aspects and embodiments, the invention provides computerprogram products, and persistent machine-readable media storing suchproducts, adapted for the operation and control of any of the systems,buses, and/or processes disclosed, suggested, or otherwise describedherein.

In further aspects and embodiments, the invention provides combinationsof any and all systems, buses, and controllers disclosed, suggested, orotherwise described herein.

While the disclosure has been provided and illustrated in connectionwith specific, presently-preferred embodiments, many variations andmodifications may be made without departing from the spirit and scope ofthe invention(s) disclosed herein. The disclosure and invention(s) aretherefore not to be limited to the exact components or details ofmethodology or construction set forth above. Except to the extentnecessary or inherent in the processes themselves, no particular orderto steps or stages of methods or processes described in this disclosure,including the Figures, is intended or implied. In many cases the orderof process steps may be varied without changing the purpose, effect, orimport of the methods described. The scope of the invention is to bedefined solely by the appended claims, giving due consideration to thedoctrine of equivalents and related doctrines.

Selected features from one or more of the above-described embodimentsmay be combined to create alternative embodiments not explicitlydelimited, features suitable for such combinations being readilyapparent to persons skilled in the art. The subject matter describedherein in the recited claims intends to cover and embrace allcorresponding changes in technology.

What is claimed is:
 1. A control module for a passenger bus, thepassenger bus comprising: a body supported by a frame and housing aplurality of passenger seats; at least one passenger access doorconfigured to enable passenger access through at least one side of thebody; and a plurality of vehicle exterior condition sensors, theplurality of vehicle exterior condition sensors comprising: at least onepassenger presence detector; at least one vehicle navigation sensor; atleast one steering controller; at least one speed controller; at leastone extensible suspension controller; and at least one passenger accessdoor controller; wherein the control module comprises at least onecontroller configured to: receive from the at least one vehiclenavigation sensor signals indicating at least a position and orientationof the passenger bus, and a speed at which the passenger bus is moving;receive from the at least one passenger presence detector signalsindicating the presence of a passenger; generate, based at least on thesignals indicating a position, orientation, and speed of the passengerbus, signals adapted for causing some or all of the steering controllerand the speed controller to navigate the passenger bus to a desiredlocation relative to a passenger loading facility and place thepassenger bus in a stopped passenger loading condition; route thesignals for navigating the passenger bus to some or all of the speedcontroller and the steering controller; and when the bus is in a stoppedpassenger loading condition, route to the at least one passenger accessdoor controller signals adapted to cause the passenger access doorcontroller to open the passenger access door.
 2. The control module ofclaim 1, wherein the control module comprises at least one controllerconfigured to: generate, based at least on the same or other signalsindicating a position and orientation of the passenger bus relative to apassenger loading facility, signals adapted to cause the at least oneextensible suspension controller to expand or contract in order to placeat least a portion of the passenger access door in a desiredjuxtaposition to the passenger loading facility.
 3. A control module fora passenger bus, the passenger bus comprising a body supported by aframe and housing a plurality of passenger seats; at least one passengeraccess door configured to enable passenger access through at least oneside of the body; and at least one vehicle exterior condition sensor;the control module comprising at least one controller configured to:receive from the at least one vehicle exterior condition sensor signalsrepresenting at least one vehicle exterior condition; based at leastpartly on the at least one vehicle exterior condition, generate signalsadapted to cause at least partially automatic operation of at least onepassenger embarkation component of the passenger bus; and route thegenerated signals to the at least one passenger embarkation component.4. The control module of claim 3, wherein: the at least one passengerembarkation component comprises the at least one passenger access door;the at least one vehicle exterior condition sensor comprises at leastone passenger presence detection device; the at least one vehicleexterior condition comprises the presence at passenger embarkationlocation of at least one bus passenger; and the generated signalscomprise at least one passenger access door actuation command.
 5. Thecontrol module of claim 4, wherein the passenger bus comprises at leastone speed controller and at least one steering controller; the at leastone vehicle exterior condition sensor comprises at least one vehicleorientation sensor; and the controller is configured to: receive fromthe at least one speed controller signals indicating a speed at whichthe passenger bus is moving; receive from the at least one vehicleorientation sensor at least one of a location of the passenger and anorientation of the passenger bus relative to a passenger loadingfacility; based at least partly on the signals received from the atleast one speed controller and the at least one vehicle orientationsensor, generate signals adapted to cause the steering controller andthe speed controller to at least partially automatically navigate thepassenger bus to a stop at a predetermined location and orientation withrespect to the passenger loading facility; and route the generatedsignals to the at least one speed controller and the at least onesteering controller.
 6. The control module of claim 4, wherein the atleast one passenger presence detection device comprises a geo-fencingcomponent.
 7. The control module of claim 4, wherein the at least onepassenger presence detection device comprises a thermal imager.
 8. Thecontrol module of claim 4, wherein the at least one passenger presencedetection device comprises a light detection and ranging (LIDAR) device.9. The control module of claim 4, wherein the at least one passengerpresence detection device comprises a camera.
 10. The control module ofclaim 4, wherein the at least one passenger presence detection devicecomprises a receiver configured to receive from an off-board passengerpresence annunciator signals representing a declaration of the presenceof at least one passenger.
 11. The control module of claim 3, wherein:the at least one passenger embarkation component comprises at least oneexterior passenger access light; the at least one vehicle exteriorcondition sensor comprises at least one exterior light condition sensor;the at least one vehicle exterior condition comprises a low light level;and the generated signals comprise at least one exterior passengeraccess light actuation command.
 12. The control module of claim 3,wherein: the at least one passenger embarkation component comprises atleast one annunciator; the at least one vehicle exterior conditionsensor comprises at least one passenger presence detection device; theat least one vehicle exterior condition comprises the presence atpassenger embarkation location of at least one bus passenger; and thegenerated signals comprise at least one passenger access announcementinstruction.
 13. The control module of claim 12, wherein: the at leastone passenger embarkation component comprises at least one deployablepassenger access ramp; and the generated signals comprise signalsadapted to cause at least partially automatic deployment of thepassenger access ramp.
 14. The control module of claim 12, wherein: theat least one passenger embarkation component comprises at least oneextensible suspension controller; and the generated signals comprisesignals adapted to cause at extensible suspension controller to at leastpartially automatically extend or contract at least one extensiblesuspension unit associated with an axle of the passenger bus.
 15. Thecontrol module of claim 3, wherein: the at least one vehicle exteriorcondition sensor comprises at least one device configured to provide tothe control module signals representing a determined location of thepassenger bus; and based at least partly on the determined location ofthe passenger bus, the control module is configured to generate at leastone passenger access door actuation command.
 16. The control module ofclaim 15, wherein the determined location of the passenger bus comprisesat least a location of the passenger bus relative to a passengerembarkation facility.
 17. The control module of claim 15, wherein thedetermined location of the passenger bus comprises at least anorientation of the passenger bus relative to a passenger embarkationfacility.
 18. The control module of claim 15, wherein the at least onepassenger embarkation component comprises a plurality of passengeraccess doors; and based at least partly on the determined location ofthe passenger bus, the control module is configured to generate at leastone passenger access door actuation command configured to actuate lessthan all of the plurality of passenger doors.
 19. The control module ofclaim 15, wherein: the at least one passenger embarkation componentcomprises at least one annunciator; the at least one vehicle exteriorcondition sensor comprises at least one passenger presence detectiondevice; the at least one vehicle exterior condition comprises thepresence at passenger embarkation location of at least one buspassenger; and the generated signals comprise at least one passengeraccess announcement instruction.
 20. The control module of claim 15,wherein: the at least one passenger embarkation component comprises atleast one deployable passenger access ramp; and the generated signalscomprise signals adapted to cause at least partially automaticdeployment of the passenger access ramp.
 21. The control module of claim15, wherein: the at least one passenger embarkation component comprisesat least one extensible suspension controller; and the generated signalscomprise signals adapted to cause at extensible suspension controller toat least partially automatically extend or contract at least oneextensible suspension unit associated with an axle of the passenger bus.22. The control module of claim 15, wherein: the at least one vehicleexterior condition sensor comprises at least one device configured toprovide to the control module signals representing a determined locationof the passenger bus; the at least one vehicle exterior conditioncomprises at least a location of the passenger bus; the at least onepassenger embarkation component comprises an extensible vehiclesuspension system; and based at least partly on the location of thepassenger bus, the generated signals comprise at least one signalconfigured to cause extension or contraction of components of theextensible vehicle suspension system associated with at least one wheelof the passenger bus.
 23. The control module of claim 15, wherein: theat least one vehicle exterior condition sensor comprises at least onedevice configured to provide to the control module signals representinga determined location of the passenger bus; the at least one vehicleexterior condition comprises at least a location of the passenger bus;the at least one passenger embarkation component comprises a deployablepassenger access ramp; and based at least partly on the location of thepassenger bus, the generated signals comprise at least one signalconfigured to cause deployment of the deployable access ramp.
 24. Thecontrol module of claim 15, wherein: the at least one vehicle exteriorcondition sensor comprises at least one device configured to provide tothe control module signals indicating that a deployable passenger accessramp has encountered an obstruction; the at least one vehicle exteriorcondition comprises at least an obstruction of one or more portions of adeployable passenger access ramp; the at least one passenger embarkationcomponent comprises the deployable passenger access ramp; and based atleast partly on receipt of the signal indicating that the deployablepassenger access ramp has encountered an obstruction, the generatedsignals comprise at least one signal configured to suspend deployment ofthe deployable access ramp.
 25. A control module for a passenger bus,the passenger bus comprising a body supported by a frame having at leastone axle and housing a plurality of passenger seats; at least onepassenger access door configured to enable passenger access through atleast one side of the body; and at least one vehicle orientation sensor;the control module comprising at least one controller configured to:receive from the at least one vehicle orientation sensor signalsrepresenting at least one vehicle orientation condition; based at leastpartly on the at least one vehicle orientation condition, generatesignals adapted to cause at least partially automatic operation of atleast one component of an extensible suspension system associated withat least one end of the at least one axle; and route the generatedsignals to the at least one component of the extensible suspensionsystem.
 26. The control module of claim 25, wherein: the passenger buscomprises: an energy storage system comprising at least onere-chargeable battery; and at least one overhead charging unitconfigured to engage an external overhead charging system in order tore-charge the at least one re-chargeable battery; and the at least onevehicle orientation sensor comprises at least one device configured toprovide to the control module signals representing a determined locationof the passenger bus; and at least one device configured to provide tothe control module signals representing a level status of at least oneaxle of the passenger bus; and wherein the control module is configuredto, based at least partly on the determined location of the passengerbus and the level status of the at least one axle of the passenger bus,generate signals adapted to cause at least partially automatic operationof at least one component of an extensible suspension system associatedwith at least one end of the at least one axle.
 27. The control moduleof claim 26, wherein the at least one overhead charging unit configuredto engage an external overhead charging system is at least partiallyautomatically deployable, and the control module is configured to, basedat least partly on the determined location of the passenger bus and thelevel status of the at least one axle of the passenger bus, generatesignals adapted to cause at least partially automatic deployment of theoverhead charging unit.
 28. The control module of claim 25, wherein; thecontrol module comprising at least one controller configured to: receivefrom the at least one vehicle orientation sensor signals representing atleast one vehicle orientation condition relative to a passenger loadingfacility; based at least partly on the at least one vehicle orientationcondition, generate signals adapted to cause at least partiallyautomatic operation of at least one component of an extensiblesuspension system associated with at least one end of the at least oneaxle in order to minimize a gap between a least a portion of thepassenger door and the passenger loading facility; and route thegenerated signals to the at least one component of the extensiblesuspension system.